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Discussion Starter · #1 ·
Check out this tuning place in Sweden called BSR. They have 3 different stages for the V70! <IMG SRC="http://www.swedespeed.com/ubb/biggrin.gif"><P><B><A HREF="http://www.bsrab.se/se/index.html" TARGET=_blank>BSR Tuning Sweden</A></B><P> <IMG SRC="http://www.bsrab.se/bilder/8_v70t5broms11.jpg"> <P><B>Stage 1:</B><BR>Programming AV Chip<BR>Sport Air Filter (Insats/Opti-Flow)<BR><B>299hp/301lb.ft</B><P><B>Stage 2:</B><BR>Programming AV Chip<BR>Sport Air Filter (Insats/Opti-Flow)<BR>BSR Stainless Full-Exhuast System<BR><B>304hp/307lb.ft</B><P><B>Stage 3:</B><BR>Programming AV Chip<BR>Sport Air Filter (Insats/Opti-Flow)<BR>BSR Stainless Full-Exhaust System<BR>BSR Turbo Downpipe and Sport Catalyst<BR><B>320hp/315lb.ft</B><P> <IMG SRC="http://www.bsrab.se/bilder/bsr_4900705.jpg"> <P> <IMG SRC="http://www.bsrab.se/bilder/bsr_4002019.jpg"> <P>-Drew
 

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I LOVE IT~! Every company all got their own 'stages' of upgrades. And they all have these HP readings that round up to 285, 310, 320. I'd love to see someone got creative and start claiming 279hp, 314hp, and 327hp-like hp ratings. <BR>Having said all that, BSR has been around for some time now. Could be more trustworthy than SCT and others. But I just like how they have their own way of converting FWHP to flywheel power.<BR>Actually, what I'd like to see is wheel hp reading from a dyno machine..and include a REAL dyno result chart. I mean..c'mon, even Jackson Racing has them.<BR>Hehe..sorry to be so picky, I'm just annoyed by these companies. But, I guess you can never get them for false advertisement if your car doesn't happen to perform that well...they will always have legitimate excuses for everything.
 

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Discussion Starter · #3 ·
BSR seems to be pretty legit, because it seems like they do a lot of actual dyno testing and have all of the right equipment. But, I am not exactly sure how they calculate their flywheel numbers. <IMG SRC="http://www.swedespeed.com/ubb/biggrin.gif"><P> <IMG SRC="http://www.bsrab.se/bilder/_volvo_t5_2001_alla.gif"> <P> <IMG SRC="http://www.bsrab.se/bilder/8_programering11.jpg"> <P> <IMG SRC="http://www.bsrab.se/bilder/8_volvo_s60_1_2.jpg"> <P> <IMG SRC="http://www.bsrab.se/bilder/8_volvo_s60_2_2.jpg"> <P>-Drew<p>[This message has been edited by InDy (edited 08-06-2001).]
 

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Interesting, guess they really have some nice facility then. Yeah...but I would still like to find out how they calculate the flywheel HP. Assuming 11% of loss or 15% of loss does make a difference.<BR>And I don't like those graphs I'm seeing..excel can pretty much do the same thing.<BR>I do like what I see, though...nice looking room with a dyno machine.
 

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It would appear that stage 1 is by far the best bang for the buck, eh? I especially like the shot of the computer nerd. Makes the rest of us monitor-watchers feel more comfortable. <IMG SRC="http://www.swedespeed.com/ubb/smile.gif"><P>-d
 

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If the graphs are correct, the most interesting item is that the most gains are realized not by a reduction in back pressure (stage 2), but by software reprogramming and a cold air intake (stage 1). Cold air intakes are somewhat questionable to real world performance gains - it is highly dependent on under hood ambient temperatures, if any ram air effect is imparted to the air through the filter and the ECU's ability to accommodate an additional airflow. A higher airflow that is hotter than the original airbox delivered flow may not realize any significant gains. Given this, it is fairly impressive that there is so much reserve power available out of this engine simply though ECU reprogramming. They have not changed the thermostat or radiator for improved cooling - does this mean the engine temp increases are not significant? You can arguable raise the turbo pressure to over 1 bar and achieve greater HP gains, but the engine won't be around for very long. How much added stress does the Stage 1 upgrade produce? I wonder how many modifications are required for the upcoming R engines to realize 300 hp when this Stage 1 achieves identical numbers? I can only surmise that they would be in the longevitiy department. Based on the latest currency exchange rates, this looks like ~ $700 for the Stage 1. Will it work for US spec cars?
 

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Discussion Starter · #7 ·
Pk14,<P>Don't forget that the S60R/V70R use a 2.4 liter high pressure turbo rather than the T5 which uses a 2.3 liter high pressure turbo. Theoretically, a 0.1 liter increase in displacement would yield 10-13 extra horsepower. If we assume that the 'T5' makes 250hp (Euro-Spec) and the 'R' makes 300hp (Euro-Spec), that equates to 109 hp/liter for the 'T5' and 125 hp/liter for the 'R'. That 16hp increase per liter could be attributed to things like a better flowing exhaust system, a little higher boost, and a better intake system, plus the 0.1 increase in displacement. It doesn't seem to me like there would be anything that was done to the 'R' engines that was too drastic. For sure, Volvo is smart enough to know not to mess with their history of engine longevity. These are just my guesses. <IMG SRC="http://www.swedespeed.com/ubb/biggrin.gif"><P>-Drew
 

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Drew - i agree with you regarding the R engines - I like your analysis, it is difficult to extract a lot of additional HP/liter from small displacement engines that are over the 110 HP/liter figure - look at the exotic engine technology Honda put in the S2000 at 120 HP/liter without turbocharging. I would expect a little better breathing through a camshaft change and intake porting, however, I would bet on a higher boost figure from the turbo. Regarding the BSR Stage 1 upgrade, the principle change has to be in the boost (The Audi S4's V6 is only putting out .5 bar per turbo for the 250HP output and they have bump-up kits that raise the boost safely to increase the output up to (oddly enough) ~ 320HP). With the complexity resident in the V70's multiplexing and interfaces between various modules (i.e. the Transmission control unit and the Engine Control Unit have to talk to each other) I wonder what the impact of the software change is to other systems. Is this ECU download compatible with the various optins on my US spec T5? If I wanted to upgrade the performance of my 97 Nissan Maxima with Stillen, for example, I had to specify whether I had a manual or an automatic transmission, and if I had a sunroof to make sure I received the right chip. (Sure enough, my chip wasn't ready for release because they still had developmental bugs that were not present in the other versions without a sunroof). Has anyone contacted BSR with these questions, yet? Thanks, Paul
 

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Discussion Starter · #9 ·
<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by Pk14:<BR><B> I had to specify whether I had a manual or an automatic transmission, and if I had a sunroof to make sure I received the right chip. Has anyone contacted BSR with these questions, yet? Thanks, Paul</B><HR></BLOCKQUOTE><P>I guess that it is a very complex task when some company tries to make an upgraded ECU. Back in the 'olden' days, the ECU just dealt with engine management, but I guess all that has changed now.<P>I was still under the impression that the ECU still dealt mainly with engine management systems, and the multiplex system was controlled by the other '13' in-car computers... <IMG SRC="http://www.swedespeed.com/ubb/rolleyes.gif">, but I guess not.<P>-Drew
 

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Well heck, by definition, the ECU is the Engine Control Unit afterall. But cars today are crazy. You need a different ECU if you have a sunroof? Nuts. That's ALMOST as nuts as the service writer who originally told me that my steering click was not a problem since there was no error code in VADIS. These guys have technology on the brain. It's easy to forget that these things are still big ol' buckets of bolts only being "controlled" by the electronics.<P>My car has been "tuned up" nine times now. Not once have the had to open the hood.<P>- Darell<P>
 

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There's a company who does chips for Volkswagens in Tennessee called APR. They are at the top of their game from an engineering standpoint and have come up with a loto f unique new technology.<P>I just installed a chip on a Golf 1.8T that has several features. By using the buttons that control the cruise control, you can change the car from<P>Stock - 150hp<BR>Stage I - 190hp, 240 lb ft torque<BR>Race Fuel Mode - I think it's about 230hp<BR>Valet - 3000rpm rev limiter, 60mph speed governor<P>They also have a clear codes function that clears fault codes, adjusts the throttle body and a security feature that only allows you to change modes if you know your combination code. <P>I've suggested to them they do a secure mode where the motor is starved of gas unless modes are changed,leaving the car pretty tough to steel without swapping ECUs. <P>These guys are slammed and very busy, so Volvos are not a high priority for them, but I can only imagine that this type of technology can't help but filter into other markets.<P>Bear in mind that the feat above is not the hp gain, as the VW 1.8T unit is under tuned. However, being able to change modes and lock people out, not to mention clearing fault codes and adjusting the t-body are pretty darn cool for the average user.<P>I hear they are now working on a chip that can be reprogrammed by the car's owner, so updated software can be downloaded off their site and put into the car by the car's owner. Pretty cool indeed.
 

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Darell - I think it had more to do with different wire bundles and number of functions that had to be controlled with a given ECU in the Maxima's case than having a specific ECU for a car with a sunroof versus one without. Computer controls of engines allow a 2.0 liter engine to generate more power than a 1967 327 cu in. small block Chevy in stock form with better reliability, fuel efficiency, and monitoring for preventative maintenance. As much as I hate the thought, they are here to stay. The better news is that there are ways of improving performance safely over facotry settings given the factory's overwhelming imperative for fuel efficiency and reliability. In my V70, the FID 642 was (and continues to be) a noticable improvement in 0-60 acceleration over the pre-download experience. For George and that Tennessee group that is very cool for the user interface over various engine performance programs - that presupposes that option can even be acheived in a Volvo's ECU - are they the same computers? (Bosch in VWs, I think.) I'm going to ask my cousin who owns a tuner shop in Philly if he has ever heard of their products. Paul
 

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APR is the one in Tennessee to which you refer. I've asked them about doing Volvo ECUs but they've got their plate full right now, unless someone contracted them to do it, then maybe they would. I know them pretty well, and they do top notch work. Trouble on this board is, they've only done work for Volkswagens and Audis.
 
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