Wanted to let you drag guy know that the car is still making the same power and has not had a single problem in a few mons and this is the tune she runs every day with a ton of abuse.


Well went down to HPF for the dyno day. Wish I would just have gone to PIR but oh well.

Anyway the car picked up a huge 2hp and 19ft lbs over E85. Meaning I don't need the extra oct of the E98 on 400hp car. My timing # are still plain crazy for a EVO.

I was just happy to know the car is at the same hp now for the last few mons with noting changing and over 5k in mi of extreme abuse.

Thought some of you guys who tune your stuff might want to check this log out.

If you guys look at my 429hp run I feel the hp drop on my 431hp is due to the fact that its was my 3rd back to back pull and the Extra timing I could run in the under 6k area really make more power but any more timing past 6k no matter what the the oct does not make any more power so the car being hot is why the hp drop is much more than my 429whp. I guess the only reason this a cooler dyno # is the TQ is better.


Quick list of mods.
-'04 SSL EVO IIIV Stock trubo
-HKS 272's
-ETS IC and piping with ETS intake pipe
-FIC 850s's
-Forge BOV
-255hp
-Cust cold air intake with airmeter in fender.
-E98 fuel
-spike 28psi hold 24psi to redline.
-Flash tuning done buy me.
-FP upgraded WG actuater
-10.5 hot side
-O2 housing
-ARP rod bolts
-BS remove
-stock head bolts
-BR 3in TBE
-Exedy HD twin
-EnglishRacing built tranny with a IX taller 1st


Wonder what she would have done on a cold pull

 

Awesome.

 

Lucas, I know you've said you like to start your runs at a later rpm to sort of avoid that initial spoolup hit that seems to affect power later in the pull, but why is it that your torque CLIMBS from 4000 and peaks around 5000rpm? I would expect the boost and torque to peak BEFORE 4000. Are you doing something specifically to cause that and give you all that mid-range WHP (peak whp at 5700).

Also, if I had a curve like this, I'd probably shift at 6500rpm, but you are shifting over 7000rpm, if I recall.

 

I have been shifting at a tad under 7k the last few weeks at the track. I was looking at the curve my self and thinking I wish I has a tad more time on the dyno. I keep my timing quite low the 3-5k range since I feel TQ is one of the hardest things on motors and I know I still have 7 bolt rods and want to keep them in the motor.

I mainly focus on the Track power and its not like the car is lacking any low end at all anyway just does not totlay match the hp # which seem to be a good 40hp more than most other stock turbo cars.

I should have my Eagle rods and JE pistons in the next few weeks and my try and push my timing # harder to get my TQ up.

Also I find it best to stay away from any knock down low because if it does pick it up it can carry it into the higher rpms which can hurt power a ton due to timing pull.

 

x22222222

nice powa curve, cant wait to see some new times

just curious warrtalon wouldnt shifting @ 6500 cause you to shift in 5th before you reach 1320? would that also affect trap speeds/times

 

Well I always run 4th out to 8k. No gains in shifting 5th.

 

i figured

 

Yeah, I was referring to the shifts that do occur (1-2/2-3), but then stay in 4th. However, it is sometimes worth trying depending on how much the power falls off. For instance, with my 6spd at high altitude (9500' DA), staying in 4th was 2-3mph slower than shifting to 5th, and I was shifting to 5th before the 1000' if that gives you any idea of how bad it is up here...

 

trust me I know what it is like in colorado (been up there), i was stationed in nebraska a few years. but man being here in the panhandle is not cool humdity/heat FTL

 

dang lucas.... I wish I still lived up there.

 

Nice numbers

 

man i cant wait to get my new turbo kit tuned by you........

 

Curious on the A/F readings showed on the graph. Is that a correct reading?

 

AFRs are 11.4 going 11.8 out the top. The dyno AFRS are not right at all.

 

Great job man!