The EC V1 Intake and Stock Intake pieces were tested on single gear pulls (road testing) starting from 2200rpm up to redline. These tests were performed back to back on the same day, and data is compiled from 10 run averages for each intake piece.
*Testing Note: Temperatures tend to stabilize anywhere from 5-10F above WOT temperature prior to going full throttle (during cruise and part throttle driving).
- DYNO TESTING
Dyno testing was performed on a 2018 Alfa Romeo Giulia QV (US Spec) w/91 octane fuel. Modifications were EC V1 Intake and the EC Performance Hi-Flow Filter drop in. Runs were done back to back with stock intake switched out on the dyno.
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The new V4 Air Intake system was designed with one purpose: to maximize reduction in temperatures by sealing this intake off from the engine bay, and to maximize ram air pressure to the turbo for optimal performance. With an all new canister design, conical high flow filter, and custom ram air scoop, this goal was achieved.
| FILTER DESIGN |
The V4 canister is an all new design, made to seal our high flow filter completely from engine bay heat. This design also increases air velocity and decreases intake turbulence, both via it's smooth shape and flow characteristics.
| RAM AIR DESIGN |
To ensure the new canister filter has adequate supply of cool, high pressure air from the front of the car, a new silicone ram tube with custom molded scoop was designed. This pairing seals directly to the fresh air duct at the front of the car, increasing the possible ram air pressure maintained in the intake tract. These pieces enable smooth, high pressure flow while blocking engine bay heat from entering the filter canister.
INTAKE AIR TEMP TESTING
The EC V4 Intake, V2 intake and Stock Intake pieces were tested on single gear pulls (road testing) starting from 2200rpm up to redline. These tests were performed back to back on the same day, and data is compiled from 10 run averages for each intake piece.
*Testing Note: Temperatures tend to stabilize anywhere from 5-10F above WOT temperature prior to going full throttle (during cruise and part throttle driving).
DYNO TESTING
Dyno testing was performed on a stock 2017 Alfa Romeo Giulia (US Spec) w/91 octane fuel. V2 and stock runs were from a prior day, same temperature (DA and humidity may differ slightly compared to V4 runs). Adequate cooling fans are used at the front of the car. A Temperature was 91' F.
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NEW TESTING INFO:
UPDATED 3/22/23
UPDATED DYNO & Drag Strip Testing for 2023: Phase 1 and Phase 2 tune testing for 2021 Models, & Phase 3 Hybrid Turbo Tune Dyno and Drag Strip Testing
Our dyno software has been updated at this point multiple times by Dimsport, slowly fixing small issues with dissipation, roller calibration and readings. The latest update has been much more accurate, and much more consistent with what it is showing with repeated runs based on the data. We decided this was a good opportunity to get updated results on the latest model years.
- PHASE 1 and PHASE 2 Tuning ONLY. Testing for updated MY2021 Results.
- PHASE 3 HYBRID TURBO (w/controller, V4 Intake, Centerline Full Exhaust)
- DRAG STRIP RESULTS for PHASE 3 HYBRID TURBO TUNE
TRACK SETUP: PZERO Street Tires, Stock Wheels, Pump Gas, EC V4 Air Intake, Centerline Exhaust with Catted Downpipe, EC Hybrid/Upgraded Turbo Bundle, EC EURO+DRIVE Hybrid Turbo Tune, EC Secondary Heat Exchanger.
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UPDATE: Jan 2020
Our Phase 1 and 2 calibrations are complete for the Alfa Romeo Giulia 2.0L TB 280HP.
Below: Updated dyno testing done with High Flow Catted downpipe on P2, then tune changes made to P2 for the downpipe.
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With the addition of our new 2WD/AWD HLS Dyno in the shop, we decided to take the time to revert our Alfa Romeo 4C shop car back to various stages, in order to obtain accurate testing information for all tuning phases from the new dyno setup.
In the past, our primary testing method was using Auterra, a road dyno testing software that allows for controlled power/torque runs via wheel speed readings and other various data points. This allows the car to utilize real road air flow and wind speed without interruption from various safety systems on the car that otherwise may be triggered on a traditional 2WD dyno setup.
The transition to our HLS dyno setup would prove to show lower numbers than Auterra, and this was to be expected based on a number of variables. An HLS dyno (hydraulically linked system) controls both the front and rear rollers via a complex fluid pumping system using hydraulic oil, which allows for both sets of rollers to be synced with no margin of error. This allows for any car (either 2WD or AWD) to be tested exactly as it would drive on the road (less the air pressure and cooling effect at the front of the car), with no dash lights or interference from the traction control and stability control systems. This also matches the speeds of the front and rear wheels.
This technology also allows for complete control of testing at various rpm points, load stages, and throttle input. The vehicle can be held at any stage in the powerband, under any of the above conditions for as long as we allow, all while monitoring data and diagnostic information.
The goal was to use the same car, on the same dyno to re-test all of our tuning work thus far, and make any fine tuning adjustments as needed to the existing maps.
Below are tuning results for Phase 1-3 for the Alfa Romeo 4C.
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