Car:
'03 EVO w/ 3000 miles

Mods relavent to performance:
Mail-in Dynoflash for the mods in bold below:
91 Octane
Buschur Air Filter
Buschur 3" Turbo-Back Catless
MBC @ 20lbs
Buschur Compressor Inlet Pipe
Buschur Upper IC Pipe

Here's the story. Drove down to Denver (MAC Autosports) 1.5 hours away. Did 85-90 the whole way there. Pulled up on the rollers about 5 min after arriving and did 3 pulls in an elapsed time of 8 min.

Here's my thoughts. From what locals are saying. Buschur Stg 1 cars are making in the neighborhood of 275whp uncorrected. I'm currently running Buschur's Stg 2 parts (but with a reflash for the stg 1 stuff) and making 20whp less. I've never dyno'd the EVO before and did not have a baseline to go off of so I didnt have anything to base judgement on, however, I did run 12.86@105 at 5800ft ASL with Stg 1. When I added the pipes/battery the top end of the car felt improved but my *** dyno is pretty insensitive. So I dont know what to think. I've posted the charts on Buschur's forum and David seems to be really impressed with the output, however It seems my car's a POS.

What do you guys think? Here's the charts:

 

why would you say the car is POS, it keeps up the horsepower 'till the redline

 

I'm not reallying calling my car a POS, it just seems like its on the weaker end of the spectrum. A car w/ a filter, MBC, AFC & stock exhaust made within 10whp of my runs in 10deg hotter weather. From what others are telling me, It seems that I'm down about 25-30whp from Stg 1 cars w/ an AFC (w/ BR settings)

 

To me the charts look good - like the tune is working well and giving you a nice smooth linear power band and the a/f ratios are within my specified targets

However - I would expect MORE who on a dyno jet from that set up as we make that much power typically with stock evos

With that said - your CORRECTED SAE chart is very impressive

We do not generally use the correction factor at our dyno jet - BUT - it can be a useful tool to compare dynos under extreme conditions

In your case - high temps and high altitude give you a big gain from SAE


Now the fact that your car was obviously very hot and the runs were done without adequate cooling may have something to do with the low results and also the high altitufde may play a part also - BUT I am just thinking that 250 is just way too low

Did you ask the shop if they base lined any stock evos at that dyno ? That may shed some light

Also - I would suggest going back to the track and seeing what kind of trap speeds you are getting now

IF you are still in the 108 plus area then this dyno sheet is wrong - very wrong

If your lower - down by 102 or 103 then you need to check the car over mechanically to try and diagnose what is going on - e/g boost leaks - compression etc etc etc

Overall - a nice looking curve and typical of the 91 octane Dyno Flash in trq to whp and a/f - - BUT - a bit down in power

DO - report back on some of the questions I have raised above - thanks

 

Will do Al. Thanks for your input. Would you suggest sending my ECU back to you for any fine tuning now that I've installed additional parts? Do you think any thing could be had by with an updated Mail in?

 

first I would like you to find out about the questions I have above

Also - I would like to know did you re-check and re-set your boost after you got on the dyno ? In many cases the dyno jet can give a differnt load than the street and you may have to re-adjust your boost on the dyno - typically about 2 psi higher

Finally - before we talk about a retune I'd like to see a OBD-II log of your ign timing - your a/f curves are right on the money and if the timing is correct there would be nothing to gain


I would like to get out there to Colorado to do some custom tune upgrades for all you CO customers

 

And when you do make it out to Colorado, you will see that every car loses HP/TQ at that altitude. If you want to really make a show of it, drive out there and see for yourself how inconsistent performance is the higher up you go, not to mention the 91 octane they're forced to use.

When I was in CO for some ice racing this past winter, I found out the hard way how much power you lose up there. It's more pronounced on NA cars, but turbo cars also suffer this to an extent.

 

The shop's dyno'd quite a few EVO's I did not ask or see any pulls from stock, but I've seen a few people report with their results. Seems people are getting 235-245 w/ just filters and MBC's. At least the two reports that I've seen/heard about. However here are some results from the "RMDSM" horsepower competition (Rocky Mountain DSM):

Evo Class:
1st place David Lee @ 272.31hp
2nd place Kirk Goslee @ 265.86hp
3rd place Chris Scoville @ 264.97hp

I do not know the mods to the above vehicles nor do I know the owners. I know that I'd at least have to run cams to place anywhere on the top three and I find it doubtful that these individuals ran cams, but I could be mistaken. ???

I'll try to go to the track soon, but it's the same 1.5 hour drive and my schedule does not allow me to just take off all the time. I will try to go back. I'm wondering how many more 1.75 60's my stock clutch can take? I can tell you Al, that the car does have a noticeable improvement in power through the uppermidrange-topend with the Stg 2 stuff installed. If I had to guess, I'd say my car will trap from 107-108 as it sits. If thats good or bad, I dunno. But it does seem that my car is down on power, even though my friends there were happy for me, I was a little disapointed. And when the news of Stg 1 cars w/ AFC's putting down 20 more than I made I was downright hurt. But we've all got to deal with what was dealt to us..

My Eyes where stuck on the Boost gauge during most of the run, until I knew I was approaching redline. On the pass above It peaked and held 22psi for a good portion of the run and then taperd down to about 20psi. I'm suspicious of the 1G BOV leaking, but I've got no first hand evidence. The car holds boost pretty well especially for the altitude. I will have to make a leak tester, and I will then report back, but With my use of T-Bolts and my ability to hold boost and make it rather quickly, I highly doubt I've got issues with leaks, but I will check.

I'm 110% sure the car is in 100% mechanical shape. This thing is pampered more than my wife. Its driven hard on occasion, but it has ZERO issues.

Some things come to mind when thinking about this.. Could it be that I'm just running in parts of the compressor map that just dont "work well" due to the altitude and the PR I'm running? If thats so, that wouldnt explain why others with virtually stock cars are making the same WHP/TQ numbers I did w/ vastly improved airflow into and out of the engine.

I dont blame the tune as I'm no newb to tuning cars, the AF looks good, but I'm just wondering if my car was a "Monday" car..

 

I suspect the results may have had something to do with overly hot collant temps - it would have been nice to give the car a 20 minute cool down and see if that effected the results

Dyno numbers dont mean that much - its the relative numbers so without a before and after there is little to go by - - the curve looks great and that is the most important part

IF you decide to return to the track - you dont have to launch hard - just roll it out easy and your trap speed with be about the same

 

Again, Thanks.

I'll get you a OBDII log (might take a week or two) as I have to buy one. But I'll get it and hit the track.

We'll see.

 

Checked the compression, but the o-rings on my tester were dry rotten so my results were not what they should be but they all tested virtually the same... The largest difference between the highest and lowest is 2psi.

I'll be getting new o-rings tomorrow, and have heard readings are much lower here (6000ft ASL, 23.23in-Hg) here. Any Idea what kind of numbers I should be seeing?

 

130-130-131-130 @6000ft so thats roughly 164psi at sealevel.

Next up.. Datalogs.