Glen will argue ALL day regardless of how wrong he is, and so will I,
Wrong.
Glen will argue all day to make a point he has seen with his own eyes...against some text book pilot who takes his information from google or DR.
Glen can quantify 4% difference on a dyno with a 5% error margin.
You can be really boring when you don't listen to what's been said.
I'll try to explain again to people who are hard of understanding - ie, you.
Let's say you dyno an engine at 320 lb-ft. That's a tolerance of 16 lb-ft or so...so 312-328 lb-ft.
Let's say you now swap the N75, with no other changes...and dyno it again.
You now get 332 lb-ft...a tolerance of, lets say 17 lb-ft being generous or so...so 323-340 lb-ft.
Now lets say you do the same tests again, and again and again...each time seeing 10-14 lb-ft of a gain.
This, in my book, is repeatable.
I accept that your argument holds water if you took a spot measurement with each N75...but many runs (say, 5 or more with each valve?) and the car did not move between runs.
You are seriously arguing that it's not repeatable?
Come on Dave...you are better than that.
The figures may be accurate to 5%, but the gain is very real.
Sooo....
Is any of that really relevant in everyday driving?
No.
What's relevant is the point at which the S3s tyres can, or cannot transfer the torque easily to the road...in this case, they can at 320 lb-ft...and cannot at 332 lb-ft.
Where the slip becomes too great I don't know, nor care.
The figures could be 100 lb-ft /110 lb-ft...or 500 lb-ft / 540 lb-ft...it's just not relevant.
Hell it could be measured in elephants for all I care.
What IS relevant is that there is a finite point at which you can use pretty much full torque in an S3, with fairly complete control of the car, the slip angles and the revs...above that, you have little control, as the wheels spin uncontrolably and the electronics get their knickers in a knot trying to sort it out...at this point the S3 shows it's nasty side and it very unpleasant to control.
Is THAT really so hard to grasp?
The point, Dave. Again.