Is syvecs suitable for a 4.5 Speed 6?
Discussion
Getsis said:
Something to note is Dom still gives his warranty on his rebuilds with syvecs fitted. He doesn't have to. He could monopolize his rebuilds with his own ECU but respects Ryan and his product to still allow this not to infringe his warranty.
I have every confidence in both parties products, Power as an engine builder are well established with great results, Syvecs also as engine tuners, their products are well received and have had great results too outside of TVR too. Unfortunately this is the first time the two have been put together. I'm the experimental piggy in middle! It's already cost me over £1K to be the first to merger these products so if it all works out which I'm sure it will, anyone else who goes this route can buy me a beer
Good Luck Getsis - I reckon we all hope it works out for you - Huge respect to guinea pigs !! I have every confidence in both parties products, Power as an engine builder are well established with great results, Syvecs also as engine tuners, their products are well received and have had great results too outside of TVR too. Unfortunately this is the first time the two have been put together. I'm the experimental piggy in middle! It's already cost me over £1K to be the first to merger these products so if it all works out which I'm sure it will, anyone else who goes this route can buy me a beer
Looking forward to outcome from the guinea pig who puts 4.5, FFF, Syvvecs & VVT together...
lets see how this merger pans out firstRedSpike66 said:
I'm saving up in the hope that it becomes possible.... might need a brake, suspension, gearbox, diff, propshaft and driveshaft upgrade to go with it tho !!!
Done all of that in preparation 
As a 4.0 FFF mine is fast enough for me, but I will add the VCT system if it works as I think it will be an amazing enhancement to the real characteristics of a straight six.
If I end up wanting more power then it would be a toss up between increasing the cc or adding forced induction. Value wise because of the car it would probably make sense to go back to forced induction and use as many of the factory parts as possible for this.
For comparative purposes and to assist with the discussion...
My Tuscan with 4.5 MBE and Getsis' Tamora with 4.5 Syvecs graphed below, both of which were very recently mapped at Power.
Some of this difference is I'm sure attributable to the difference in exhaust systems between the Tuscan and the Tamora. I.e. the Tuscan system has better flow.
And some will be due to the knock/timing issue Getsis' car seems to be having, which I do hope gets sorted out very soon as it would be rather a nice Christmas present.
My Tuscan with 4.5 MBE and Getsis' Tamora with 4.5 Syvecs graphed below, both of which were very recently mapped at Power.
Some of this difference is I'm sure attributable to the difference in exhaust systems between the Tuscan and the Tamora. I.e. the Tuscan system has better flow.
And some will be due to the knock/timing issue Getsis' car seems to be having, which I do hope gets sorted out very soon as it would be rather a nice Christmas present.
jcpgasoline said:
For comparative purposes and to assist with the discussion...
My Tuscan with 4.5 MBE and Getsis' Tamora with 4.5 Syvecs graphed below, both of which were very recently mapped at Power.
Some of this difference is I'm sure attributable to the difference in exhaust systems between the Tuscan and the Tamora. I.e. the Tuscan system has better flow.
And some will be due to the knock/timing issue Getsis' car seems to be having, which I do hope gets sorted out very soon as it would be rather a nice Christmas present.
OK, can you describe the graph - looking at work and the bandwidth wont let me see your picture My Tuscan with 4.5 MBE and Getsis' Tamora with 4.5 Syvecs graphed below, both of which were very recently mapped at Power.
Some of this difference is I'm sure attributable to the difference in exhaust systems between the Tuscan and the Tamora. I.e. the Tuscan system has better flow.
And some will be due to the knock/timing issue Getsis' car seems to be having, which I do hope gets sorted out very soon as it would be rather a nice Christmas present.
Torque and HP? shape? I could always wait til i get home...but thats boring;)
dvs_dave said:
How's your n/s engine mount? Due the mentioned added heat generated in the cat for cylinders 123, are you sure it's not melted and collapsed so creating some metal on metal noise and triggering the knock sensor?
It's just been rebuilt, so you'd have hoped this would have been picked up (not that I'm knocking -heh- Powers ability to rebuild cars.....)Evening Gents,
Ok had Getsis car back on the dyno today
First of all i must add to my comment before about any dyno fudging while up at TVR powers on the intial mapping and i can confirm that TVR Powers rollers were bang on with what Charie@SRR said it would be in relation to his. So the remours about dyno fudging that were mentioned to me are incorrect.
Basically Charlie said what ever it makes at the wheels on the Dynojets like TVR Power is the same as the Flywheel power on a Dyno dynamics like SRR.
So on the first run at SRR it made 363bhp nearly identical to the 362bhp at Powers.
I then grabbed the laptop and attempted to add more ignition timing as shown in the sheet shots below but the knock control kicked in again and made only 365bhp. I again comfirm was a set of Det Cans bolted to engine to make sure Syvecs was correct. It was, See below but click on Link to get best resolution.
Log1 - Lower Ignition values show no knock retard or detection of knock
http://i14.photobucket.com/albums/a346/Fletchy/Spe...
Log2 - 2 Degrees more Ignition timing added and Knock detected and corrected
http://i14.photobucket.com/albums/a346/Fletchy/Spe...
At this point i knew the engine was at its maximum for the current fuel. As Getsis was sure there was 95 octane in the car i decided to pop down to Shell and stick some 99 Vpower in the car.
Popped the 2 degrees back in and no retard. Torque increased!, so tried another 2 degrees and it was still happy. even more torque, Tried another 2 and it picked up a slight ping and retarded the timing a degree on cylinder 3 to keep happy. So Pulled a degree out and ended up with the below which compares the before 95ron and after 99ron.
Also Charlie had a Graph of another 4.5 on MBE which he digged out to compare against Syvecs.
Getsis 4.5 Syvecs now produces the highest Torque figure record at SRR for a Speedsix. Congrats TVRPower and Getsis
Im desperate to do a Power 4.5 with a RG VVT FFF Head
Ok had Getsis car back on the dyno today
First of all i must add to my comment before about any dyno fudging while up at TVR powers on the intial mapping and i can confirm that TVR Powers rollers were bang on with what Charie@SRR said it would be in relation to his. So the remours about dyno fudging that were mentioned to me are incorrect.
Basically Charlie said what ever it makes at the wheels on the Dynojets like TVR Power is the same as the Flywheel power on a Dyno dynamics like SRR.
So on the first run at SRR it made 363bhp nearly identical to the 362bhp at Powers.
I then grabbed the laptop and attempted to add more ignition timing as shown in the sheet shots below but the knock control kicked in again and made only 365bhp. I again comfirm was a set of Det Cans bolted to engine to make sure Syvecs was correct. It was, See below but click on Link to get best resolution.
Log1 - Lower Ignition values show no knock retard or detection of knock
http://i14.photobucket.com/albums/a346/Fletchy/Spe...
Log2 - 2 Degrees more Ignition timing added and Knock detected and corrected
http://i14.photobucket.com/albums/a346/Fletchy/Spe...
At this point i knew the engine was at its maximum for the current fuel. As Getsis was sure there was 95 octane in the car i decided to pop down to Shell and stick some 99 Vpower in the car.
Popped the 2 degrees back in and no retard. Torque increased!, so tried another 2 degrees and it was still happy. even more torque, Tried another 2 and it picked up a slight ping and retarded the timing a degree on cylinder 3 to keep happy. So Pulled a degree out and ended up with the below which compares the before 95ron and after 99ron.
Also Charlie had a Graph of another 4.5 on MBE which he digged out to compare against Syvecs.
Getsis 4.5 Syvecs now produces the highest Torque figure record at SRR for a Speedsix. Congrats TVRPower and Getsis
Im desperate to do a Power 4.5 with a RG VVT FFF Head
Great result! And perhaps not surprisingly it's very similar to mine... (both have Power 4.5's in them with ACT airboxes)
It's interesting that my car (see the graph in my earlier post) makes peak torque at about 5000rpm whereas Getsis' peaks at 4500rpm.
Similarly my car's power peaks between 6000-6300 rpm whereas, Getsis's peaks at 6500-6600rpm.
The only differences that I'm aware of are the exhaust systems and the ECU's.
Although having said that, and again ref the graph in my earlier post, the Fuel/Air ratio was a little different, most notably over 5000rpm.
It's interesting that my car (see the graph in my earlier post) makes peak torque at about 5000rpm whereas Getsis' peaks at 4500rpm.
Similarly my car's power peaks between 6000-6300 rpm whereas, Getsis's peaks at 6500-6600rpm.
The only differences that I'm aware of are the exhaust systems and the ECU's.
Although having said that, and again ref the graph in my earlier post, the Fuel/Air ratio was a little different, most notably over 5000rpm.
Edited by jcpgasoline on Wednesday 21st December 18:40
You can see why i have been pushing RG to finish the VVT. Its needed to get rid of the Cam Overlap and when done will get that torque back and alot more at the top end but RG and Tvrpower need to start working together as they both have great products. The ultimate speed six engine needs both imo but 2012 will be exciting.
I thought the VCT would help get more power out once up on the cam, so over around 4000 rpm. Rather than give more torque lower down?
Is it that you can change the default timing even more to extract more power low down and then use the VCT to rectify this as revs climb and ultimately extract more than currently available at the top?
Is it that you can change the default timing even more to extract more power low down and then use the VCT to rectify this as revs climb and ultimately extract more than currently available at the top?
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