K&N SRI and power decrease
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From: poland
K&N SRI and power decrease
Well, Im really pissed off. I installed 3 days ago K&N typhoon SRI for my 2008 lancer GTS (with previously installed RRM iming box, RRM piggyback and RRM headers) and has it dynoed Today. The result was a noticable power decrease (like over 6 hp). I dont know if I got it installed wrong or what??? Did it every happened to anyone?? what could be wrong??
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From: Youngstown, OH
Is your car CVT or 5spd?
FED or PZEV spec header?
Do you have the dyno sheet to scan and show us?
Peak numbers don't really mean anything - the power curve is where it really matters, as well as the torque curve.
The RRM header is designed for overall power, not producing high peak numbers. I imagine the Timing control box and piggy back were made to compliment that, but I really don't know much about them.
Also... was this done on the same dyno under the same circumstances as your baseline? Or at least before you put the intake on?
FED or PZEV spec header?
Do you have the dyno sheet to scan and show us?
Peak numbers don't really mean anything - the power curve is where it really matters, as well as the torque curve.
The RRM header is designed for overall power, not producing high peak numbers. I imagine the Timing control box and piggy back were made to compliment that, but I really don't know much about them.
Also... was this done on the same dyno under the same circumstances as your baseline? Or at least before you put the intake on?
Thread Starter
Newbie
Joined: Dec 2009
Posts: 26
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From: poland
Is your car CVT or 5spd?
FED or PZEV spec header?
Do you have the dyno sheet to scan and show us?
Peak numbers don't really mean anything - the power curve is where it really matters, as well as the torque curve.
The RRM header is designed for overall power, not producing high peak numbers. I imagine the Timing control box and piggy back were made to compliment that, but I really don't know much about them.
Also... was this done on the same dyno under the same circumstances as your baseline? Or at least before you put the intake on?
FED or PZEV spec header?
Do you have the dyno sheet to scan and show us?
Peak numbers don't really mean anything - the power curve is where it really matters, as well as the torque curve.
The RRM header is designed for overall power, not producing high peak numbers. I imagine the Timing control box and piggy back were made to compliment that, but I really don't know much about them.
Also... was this done on the same dyno under the same circumstances as your baseline? Or at least before you put the intake on?
After seeing the results I got pissed and didnt even take the sheet. But the curve lines for HP and Torque were way below the old ones through the whole band. The power and torque decreased at whole RPM range.
And yes it was done at the exact same dyno. We did 2 runs.
I actually took the SRI off Today...Im really really disapointed with it....
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From: poland
I'm getting the problem fixed step by step. First of all I called Rob from RRM who gave me lot of instructions what to do - Cheers to Rob!!! It turned out that after installing the K&N SRI air/fuel ratios (AFR) have increased and the engine was not getting enough fuel in the mixture (what in fact is dengarous for the engine).
I increased the fuel curves according to what Rob has told me and went on a dyno to see the effects. This time I also measured AFR. It turned out that performance has improved since previous test but still AFR was too high (the peak engine HP was 164). Than on the basis of the AFR graph and piggyback recordings I modiefied the map (by my self
) and on the second run with my map I had AFR of about 13,5 and peak engine HP 172,5. Im still working on improving the map as there is still a little potential. I will go on the dyno on saturday and expect to reach about 175 engine HP.
Anyway in my situation the SRI itelf had not only decreased performance but caused a dengarously high AFR. It turnes out that a mod like that definatelly required a retune by increasing fuel curves.
I increased the fuel curves according to what Rob has told me and went on a dyno to see the effects. This time I also measured AFR. It turned out that performance has improved since previous test but still AFR was too high (the peak engine HP was 164). Than on the basis of the AFR graph and piggyback recordings I modiefied the map (by my self
) and on the second run with my map I had AFR of about 13,5 and peak engine HP 172,5. Im still working on improving the map as there is still a little potential. I will go on the dyno on saturday and expect to reach about 175 engine HP.Anyway in my situation the SRI itelf had not only decreased performance but caused a dengarously high AFR. It turnes out that a mod like that definatelly required a retune by increasing fuel curves.
Last edited by fapers; Mar 24, 2010 at 12:06 PM.
Evolved Member
Joined: Jun 2008
Posts: 705
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From: Pittsburgh
I'm getting the problem fixed step by step. First of all I called Rob from RRM who gave me lot of instructions what to do - Cheers to Rob!!! It turned out that after installing the K&N SRI air/fuel ratios (AFR) have increased and the engine was not getting enough fuel in the mixture (what in fact is dengarous for the engine).
I increased the fuel curves according to what Rob has told me and went on a dyno to see the effects. This time I also measured AFR. It turned out that performance has improved since previous test but still AFR was too high (the peak engine HP was 164). Than on the basis of the AFR graph and piggyback recordings I modiefied the map (by my self ) and on the second run with my map I had AFR of about 13,5 and peak engine HP 172,5. Im still working on improving the map as there is still a little potential. I will go on the dyno on saturday and expect to reach about 175 engine HP.
Anyway in my situation the SRI itelf had not only decreased performance but caused a dengarously high AFR. It turnes out that a mod like that definatelly required a retune by increasing fuel curves.
I increased the fuel curves according to what Rob has told me and went on a dyno to see the effects. This time I also measured AFR. It turned out that performance has improved since previous test but still AFR was too high (the peak engine HP was 164). Than on the basis of the AFR graph and piggyback recordings I modiefied the map (by my self
) and on the second run with my map I had AFR of about 13,5 and peak engine HP 172,5. Im still working on improving the map as there is still a little potential. I will go on the dyno on saturday and expect to reach about 175 engine HP.Anyway in my situation the SRI itelf had not only decreased performance but caused a dengarously high AFR. It turnes out that a mod like that definatelly required a retune by increasing fuel curves.
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From: poland
Thread Starter
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From: poland
I cant tell you that for sur but probably you should. You should check the AFR and see if the mixture is nott too lean. If it is than you should add some fuel to reach AFR of about 13.0:1 for the best performance. Other reason why you should do it is because to high AFR is not good for the engine. Mine was way to high after SRI installation.
even at 13.5 still seems a bit lean, even for an n/a car. just keep richening it up and re-testing until power stops increasing and you know where your sweet spot is. congrats on the diy power!
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