Power Upgrades
Discussion
Has anybody had any experience of ported and flowed VVC Head, Piper 285H Cams, Throttle Bodies and Emerald ECU upgrades kits?
I am anticipating 185-190BHP.
1. What is the sub 2K rpm torque and throttle response like?
2. What is the typical 'road mpg' delta?
3. How much more significant is the induction roar?
4. Any downside?
5. Was everybody else who has been contemplating this conversion as excited as me.....?
Cheers
I am anticipating 185-190BHP.
1. What is the sub 2K rpm torque and throttle response like?
2. What is the typical 'road mpg' delta?
3. How much more significant is the induction roar?
4. Any downside?
5. Was everybody else who has been contemplating this conversion as excited as me.....?
Cheers
pjevo said:
Has anybody had any experience of ported and flowed VVC Head, Piper 285H Cams, Throttle Bodies and Emerald ECU upgrades kits?
I am anticipating 185-190BHP.
1. What is the sub 2K rpm torque and throttle response like?
2. What is the typical 'road mpg' delta?
3. How much more significant is the induction roar?
4. Any downside?
5. Was everybody else who has been contemplating this conversion as excited as me.....?
Cheers
Ive driven a similar spec (my friends)
1. same as std car ish
2. avg about 30-35mpg depending on right foot
3. Induction roar - very nice ! ..louder than a hurricane/ITG style filter
4. Not really ..maybe shorter time between rebuilds, insurance goes up !
5. Its always exciting to be getting more power ! ...but after a couple of weeks you get used to it and want more
make sure you take it to Emerald and get Dave Walker to map it for you on the rolling road - it will pull/run/idle like a dream then
I'm sure I read on here somewhere that VVC and throttle bodies won't work due to ECU problems and that there isn't an Emerald ECU for the VVC variant yet. That may have changed by now though.
That said, if Bogie's talking about it, I'm probably talking b@ll@cks
>> Edited by cuzza on Tuesday 11th November 15:31
That said, if Bogie's talking about it, I'm probably talking b@ll@cks
>> Edited by cuzza on Tuesday 11th November 15:31
Fair enough, is the only differenec between the VVC and the std, the head and ECU map?
Just thinking if so it might be easier to get a standard head, then should technology advance sufficently you can switch back to VVC with some mods and take advantage of the extra power you'll get as standard.
What does blocking off the VVC involve??
Just thinking if so it might be easier to get a standard head, then should technology advance sufficently you can switch back to VVC with some mods and take advantage of the extra power you'll get as standard.
What does blocking off the VVC involve??
VVC head is much more advanced in port shape and has larger valve sizes than a non VVC one - essentially same as VHPD - but without VVC mechanism.
Therefore it is beneficial to start with this. However, I agree with your comments on keeping VVC gubbins as it does give excellent low torque. My thinking is
that I can just revert back to OEM cams and change map on ECU when Emerald have the program ready to control VVC mechanisms in spring. I don't
know though if I will see increased power, as you will have to revert back to standard inlet cam (VVC controls this only) - not the Piper 285. You will benefit
though from a larger torque spread though. Blocking off plate stops the inlet cam timing changing and means you can run 'normal K series' cams.
Therefore it is beneficial to start with this. However, I agree with your comments on keeping VVC gubbins as it does give excellent low torque. My thinking is
that I can just revert back to OEM cams and change map on ECU when Emerald have the program ready to control VVC mechanisms in spring. I don't
know though if I will see increased power, as you will have to revert back to standard inlet cam (VVC controls this only) - not the Piper 285. You will benefit
though from a larger torque spread though. Blocking off plate stops the inlet cam timing changing and means you can run 'normal K series' cams.
185-190 is getting to that point where its likely to impact the reliability etc. of the engine. They have to up rev limits etc. to give you that power.
Personally I'd take a TT190 over that any day as you get more torque giving lower down power. I realise they aren't to everyones tastes though, and I don't really know how well they last on track.
I agree with the TT comments - a great alternative. Loads of power, but more importantly loads of torque. My TT230 has just completed its 40th trackday (including 2 days at Spa followed straight away by 2 days at the Nurburgring). The only problem I've suffered in the whole time is a burst water pipe in the chargecooler which Turbo Technics fixed for free even though the warranty had expired. Can't speak highly enough of it. And no, I dont work for Turbo Technics
Yep - forged pistons are recommended for 180bhp + if you want it to hold together. TT fit forged pistons and rods to all conversions.
The difference is price though - the DVA route above will probably be £2.5-£3k fitted ...the TT190 is £6K ish...although you do get the comprehensive warranty (even includes a new clutch if you need one!)
Mikey - glad to hear your TT230 has endured all thos trackdays ...Ive only had mine back about 6 weeks and Ive done 3.5K miles in it...cant keep out of the damn thing
The difference is price though - the DVA route above will probably be £2.5-£3k fitted ...the TT190 is £6K ish...although you do get the comprehensive warranty (even includes a new clutch if you need one!)
Mikey - glad to hear your TT230 has endured all thos trackdays
...Ive only had mine back about 6 weeks and Ive done 3.5K miles in it...cant keep out of the damn thing 
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