Berk TP Vs Berk HFC with CTSC
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From: PDX
Berk TP Vs Berk HFC with CTSC
Been searching for a while on the forums, and never found any actual numbers posted regarding the HP/TQ differences between a supercharged S2000 running Test pipes (TP) vs the high flow cat (HFC). So I decided to go ahead and spend some money and do this comparison myself, and give back a little to the S2000 community, especially since I've learned so much from here.
First off, a little history. The last time my car has been dyno'd, was back in 2003, and at that time, my car was running the CTSC with 7psi pully, TP, and Apxi N1 single exhaust and no Aftercooler. At that time, the car dyno'd at 325HP, and 200tq on a Mustang dyno with only fuel tune.
Fast forward to present. Since that last dyno, the car has gone through some changes. I've added the CT Aftercooler, switch the exhaust from Apxi N1 to now the Fujitsubo dual exhaust. Still running TP, upgrade to Berk TP due to CEL issues from previous TP.
Today, I decided to do away with the test pipe, due to all the reason most are familiar with: smell, dirty bumper, environment.. etc. So I bought the Berk HFC and thought this would be a good opportunity to show the difference between the 2, so if any member here is torn between getting either the HFC or the TP, here is some good info to help them with making the decision.
The following dyno's will show the before and after dyno results between the Berk TP, and the Berk HFC, as well as the over lay between the 2. Also, the big surprised of the day to me is the last dyno graph, which I will discuss later, and maybe cross post into the "Force Induction" forums.
The dyno itself is another Mustang dyno, but different shop from 5 years ago. The particular shop "PDX Tuning" is a well known tuner specialized in Subaru's and Evo's. And their Dyno is also well known in our area as a "Heartbreaker", on average, I was told that they dyno about 15-20HP lower than DynoJets from other shops. So please don't take my numbers and compare them to other dyno numbers, but instead, just use this to compare the difference between the TP and the HFC itself.
Dyno Temp: 70 degree almost no humidity
Gas: 92 Oct
3 pulls each
CTSC w/ AC 7psi with Berk TP
CTSC w/ AC 7psi with Berk HFC
Berk TP vs Berk HFC
Conclusion
With only about 2hp and 2tq max difference, if you want good flow, but don't want to deal with the test pipe smell, and always dirty bumper, go with the HFC.
First off, a little history. The last time my car has been dyno'd, was back in 2003, and at that time, my car was running the CTSC with 7psi pully, TP, and Apxi N1 single exhaust and no Aftercooler. At that time, the car dyno'd at 325HP, and 200tq on a Mustang dyno with only fuel tune.
Fast forward to present. Since that last dyno, the car has gone through some changes. I've added the CT Aftercooler, switch the exhaust from Apxi N1 to now the Fujitsubo dual exhaust. Still running TP, upgrade to Berk TP due to CEL issues from previous TP.
Today, I decided to do away with the test pipe, due to all the reason most are familiar with: smell, dirty bumper, environment.. etc. So I bought the Berk HFC and thought this would be a good opportunity to show the difference between the 2, so if any member here is torn between getting either the HFC or the TP, here is some good info to help them with making the decision.
The following dyno's will show the before and after dyno results between the Berk TP, and the Berk HFC, as well as the over lay between the 2. Also, the big surprised of the day to me is the last dyno graph, which I will discuss later, and maybe cross post into the "Force Induction" forums.
The dyno itself is another Mustang dyno, but different shop from 5 years ago. The particular shop "PDX Tuning" is a well known tuner specialized in Subaru's and Evo's. And their Dyno is also well known in our area as a "Heartbreaker", on average, I was told that they dyno about 15-20HP lower than DynoJets from other shops. So please don't take my numbers and compare them to other dyno numbers, but instead, just use this to compare the difference between the TP and the HFC itself.
Dyno Temp: 70 degree almost no humidity
Gas: 92 Oct
3 pulls each
CTSC w/ AC 7psi with Berk TP
CTSC w/ AC 7psi with Berk HFC
Berk TP vs Berk HFC
Conclusion
With only about 2hp and 2tq max difference, if you want good flow, but don't want to deal with the test pipe smell, and always dirty bumper, go with the HFC.
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From: PDX
Now for the big surprised of the day:
Notice something odd?
This was the first dyno after I pulled into their shop. I was running WAY TO LEAN!!!
And because of that, I was loosing a bit of HP/TQ since my last dyno from 5 years ago.
Our guess was that since the change in fuel content in Oregon, as well as the addition of the Aftercooler about 3 years ago, it has made the car run way way too lean.
Everyone at the shop including myself was very very shocked that my car was actually still running! Especially after this many years. So after a slight fuel retune, we got the AFR to a manageable level, and the car dyno'd to its old self from 5 years back. That itself says a lot about what an amazing the F20 engine is, as well as how good the Comptech S/C really is. I've never had any major issues what so ever since the install of the Aftercooler.
One thing that did trouble me is that when I bought the Aftercooler from Comptech, I had call their tech to make sure that no additional tuning was needed when I install, but this dyno proofs otherwise, imo.
I know my AFR is still on the high side, but my near future is to go ahead and go with higher boost, with injectors and fuel pump with a stand alone engine management. For now, I will make sure I take it really easy.
Notice something odd?
This was the first dyno after I pulled into their shop. I was running WAY TO LEAN!!!
And because of that, I was loosing a bit of HP/TQ since my last dyno from 5 years ago.
Our guess was that since the change in fuel content in Oregon, as well as the addition of the Aftercooler about 3 years ago, it has made the car run way way too lean.
Everyone at the shop including myself was very very shocked that my car was actually still running! Especially after this many years. So after a slight fuel retune, we got the AFR to a manageable level, and the car dyno'd to its old self from 5 years back. That itself says a lot about what an amazing the F20 engine is, as well as how good the Comptech S/C really is. I've never had any major issues what so ever since the install of the Aftercooler.
One thing that did trouble me is that when I bought the Aftercooler from Comptech, I had call their tech to make sure that no additional tuning was needed when I install, but this dyno proofs otherwise, imo.
I know my AFR is still on the high side, but my near future is to go ahead and go with higher boost, with injectors and fuel pump with a stand alone engine management. For now, I will make sure I take it really easy.
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From: PDX
Originally Posted by carrera4,Jul 23 2008, 06:09 PM
Nice writeup. Wow on those AFRs. Are you sure you're fuel trims for air temperature are tuned well?
As for NA's, my guess is that it will make even less of a difference between TP and HFC. So HFC would be the choice also? That is if you don't want to deal with the smell or the dirty rear bumper.
But both HFC or TP is a good upgrade from the stock cat for sure.
As for NA's, my guess is that it will make even less of a difference between TP and HFC. So HFC would be the choice also? That is if you don't want to deal with the smell or the dirty rear bumper.
But both HFC or TP is a good upgrade from the stock cat for sure.
Originally, after the SC was installed w/o the aftercooler, it was fuel tuned, and dyno'd at 325hp and 200tq. Then after the Aftercooler got installed, it was never tuned, because I was told that it wasn't needed.
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Hey what do you think of your exhaust. I had a 3" Apexi and it was so loud, I went back to stock. I'd like something a little more freeflowing for the CTSC but I really like how quiet the stock is. I was thinking invidia q300 or ur fuji. There is a comparison thread about them, but not many of those peep have a supercharged s.
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