Car
2014 B8.5 S4 with DSG
REVO stage 1+ with DSG Tune
APR CPS
Roc Euro Intake
Eurocode Headers
Miltek Resonated exhaust
Sunoco 104 octane used
REVO Race file used.
Sport differential
DAs -580 to -260
All times on slips are off one hour, show daylight savings time
Ed, thanks for posting… 1/8 trap is about 2mph low as well for your mods… Your dumping boost the whole way down the track… can’t wait to see the logs, or should I say your logs since I’ve already seen the revised ones from another owner… Make sure this gets posted on revo’s site, err I mean vendorzine…
wow so primetime you’re saying 17.5 at around 6000 and 18 at around 7000 engine speed.
skywagon is at high 15s and falling at 6000 according to his post, so he’s off about 1.5 PSI at 6k and probably 2.5-3.0PSI at 7k. That’s comfortably enough to kick the shit out of your HP numbers in the top end. Interesting.
Already been said but with those 1.68 60’s (I am jealous) you should be a lot quicker. Can we put the track, tires and all the other nonsense to bed now and deal solely with the tune?
The 2 best 60 foot times are excellent. 1.67 makes you tied (with primetime) for the 4th fastest B8 S4 60’ time on our database. We have about 75 B8 S4s on there…you’re the 4th fastest through 1st gear.
That should eliminate your concern about spinning tires. You hit 60 feet at around 30-40 mph, or at the end of first gear. Your spinning is behind you by that point, so if you’re hitting 1.67 and 1.68 60’ times, you’re launching great. The other runs, some of them you’re a bit wonky. Perhaps the car is protecting itself (DSG etc) as you mentioned.
[b]on the good runs…
the 330 numbers have you on pace for 11.7
the 1/8 numbers have you on pace for 11.85 @ 115.5
[/b]
So the car is definitely falling off up top. You’re dumping power somewhere…and it’s costing you about 2-3 MPH vs. the pace you were on, and is hurting your ET by about 1 or 2 tenths vs. your pace.
Bottom line is the revo file doesn’t seem to be getting the job done. Which sucks, because first it was APR failing to write a DSG tune (they’re more interested in lying to the forums, hiding their shady dealings, stealing tunes, and firing everyone). Now the REVO method is not doing well.
It’s interesting that REVO’s boost bleed for safety is not allowing them to have big top end. wonder why they don’t call an audible and move on.
My thinking on this, based on what we’ve seen from revo’s engineer and forum consensus - is that overriding this “safety” feature would probably end with them blowing motors due to the whole recalibration of timing retardation from knock.
That is my take from the forum, not any first hand engineering knowledge. Revo claimed this lead to “smooth” power delivery. Which I guess they concluded via dyno pulls, not really sure.
As a side question (and maybe I should make a new thread on this), what are the structural differences in how a car is tuned via dyno and how it performs at the track. I understand the issue of the dyno being garbage in terms of absolute benchmarking (e.g. my car is faster cause it has better dyno data), so it can be a tool someone lies by, but if you go dyno a GIAC, REVO and APR car at the same place, same day etc., and they both put up similar numbers…why does one do worse on the 1/4? Does the dyno not capture the transient phase of the engine performance, such as torque vs time right after it shifts?
Let me do some logging to confirm that. I read that off my P3 gauge so obviously it is subject to human error.The P3 gauge is off a boost tap so I would think it would be relatively accurate?
I have a manual 2014 S4 and I ran a 12 flat (not 11s I know) and your Revo friend ‘Fireball’ claims an 11.9. Also Austin said some other guy in 2014 S5 got into the 11’s as well running GIAC.
It’s a minor thing, but the P3 needs to be recalibrated based on ambient conditions. It’s in the menu setting. Essentially it needs to know where 0 is given the outside temps. It usually floats around by I’d say +/- .2-.4 PSI if I don’t re-cal it.