I’ve had these videos on my youtube page for a bit, but thought I needed to consolidate them here as I’ve tried to be committed to show the performance change driven by incremental changes to the car.
I posted this baseline video before, but here it is again so its all in the same thread. Roughly 169whp / 141 tq with STD correction factor out of the box. On track, ignoring the lack of power, the exhaust causes a problem because you can’t hear it from the cabin. I use exhaust tone to know when to shift, and I found myself banging off the rev limiter when I carried more speed and hadn’t realized it.
First change we made was the Berk catalyst free mid pipe. It is refreshing to work with aftermarket pieces that just fit. Berk obviously spent a lot of time to make sure this fit like a stock piece. There was no need to tweak or bend brackets or hangers to put this in. Berk also included a classy drawing to show how the flex doughnut should be installed to ensure that the exhaust wouldn’t put undo torque on other weld joints in the exhaust system – just like the stock piece.
The mid pipe by itself wakes up the car to the tune of 4-5whp and 5 tq. Some cars have gotten as much as 7whp out of this piece. I don’t think a 2 whp variance is statistically significant but it is what it is. It is a little louder, but not by much.
The last addition for this blog entry is the Berk track pipe. This essentially is a straight pipe that has finished exhaust tips on it. It shaves roughly 20lbs off the back of the car. The stock exhaust can is surprisingly light. From the look of it I would have assumed it was a 40+ lb piece.
This part didn’t contribute any power gains on my car. But on the same dyno, it has made 2-3 on other cars. Not sure why my car isn’t responding like other cars on the dyno. But the reality is, this part has value beyond a power adder and weight loss. It actually wakes the car up so you can hear it. It is loud, but not ridiculously so. It may not pass the 95 dB sound restriction days at Laguna Seca, but it is about the same volume as 90% of the S2000s you see at track days in socal. I’ll drive to and from the track with this piece and not think twice. Here is a dyno pull with the track pipe installed:
Here is a dyno comparing start point and end point. I suspect that in order to really wake the car up the ecu needs to be flashed. The dyno pulls are almost too consistent one to the next. I wonder if the FR-S is like many current BMWs were there is a torque and HP calculation done by the computer that plays with fuel and timing to hit target output levels no matter the potential. If any one knows the answer to this, please comment. Runs 4 and 5 in the picture below are of the baseline. Runs 6 and 7 are with the midpipe. I didn’t include the ones for the track pipe because they didn’t effect the curves on this car.
And as always, videos are taken with the aid of an Igloo Case for the iPhone 4 or 5. The initial shipment of cases is almost sold out! But they are now available through the following vendors: Gear Co-Op, Boostlogic, and select Ripcurl retail outlets.
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