Changing the weight and hp@50 makes little difference in the numbers at all from my experience on this dyno.

FWIW, unless a car can run high 11's making 290-300 whp on your Mustang, you really can't compare it to the GST dyno because that's what it takes to do it here.

 

Yes it will but I doubt it will be legal for T2 because it changes some of the hardware.

 

actually i talk with blingus of GST and we have verified that our numbers are in line. but im also not an advocate of relating 1/4 mile times to wheel hp.... obviously equal dyno readings of even the same type of dyno can vary though etc...

looks like they are still on the older software for the md, do they use powerdyne?

by the way, i was just posting to show the curve comparisons...those are impressive numbers on an 8 turbo.

a stock sti or evo does around 210/210 and a 2006 bmw m5 V10 on our dyno does 380whp/280wtq and it is a 507 crank hp motor....

cb

 

that seems about right..stock stis put down 210ish

But like he posted, only 03-04 evos put down 210whpish. 05s and 06s dyno higher

also keep in mind this is CA gas. Its easily the worst gas in the nation. ca 91 isnt even like the 91 other parts of the country sees

 

Care to elaborate on the way this is done?

 

...waiting patiently .

 

You can already tailor your boost control in the ECU.. most if not all of the useful maps are already there.. Trial and error and understanding what they do, and their relationship to eachother on your specific turbo and car is where the magic lies.. Nothing a little trial and error can't do for you.

 

Cb - those are monster numbers for a tune on 92! Wow!

Nj - you can achieve the same affects with the stock bcs system and not mess with perrin ebcs / gm 3 port solenoid solutions to keep your car legit. My evo ix utilizes it just fine and was able to hit 350whp on a similar md dyno:

 

ST whats up, where is your MBC input tapped?

 

ST, how much boost are you running via the ECU?

I would love to be able to run 25-26psi via the ECU. Will this solution make it easier?

MJ, can this type of boost be run currently just by messing with the tables in the ECU?

 

There are several things you'd have to "adjust" in order to get that 25-26psi spike.. Basically you'd remove the restrictor(s) I'd also recommend checking and adjusting the wastegate actuators preload.. Several cars I've seen had fairly loose preload which reduces spiking, but also introduces a bit more taper as the flapper isn't as tightly sealed. (You'll have to search either on the forum or in your service manual for the proper preload setting, I then turn it an additional 1/2 to 1 turn so the tension is slightly higher)

The rest is all about adjusting the tables that you have access to. Removing the restrictor at the line near the solenoid allows you to vent more pressure faster, which raises boost level and actually allows it to spike higher. The factory system isn't fast enough to respond which is why they have that restrictor there in the first place, but then you just follow the boost control How-to and set the desired duty and load tables, and work from there..

 

Yea they will totally overlook your tubular exhaust manifold,open air filter and IC pipes because you are still running the stock BCS.

Your EVO 9 with 350whp with "legit" stock BCS:



My EVO 8 with 350whp with "OH KNOEZ!!" non stock BCS:



You have all that extra stuff, not to mention yours is a EVO 9 with mivec and a EVO 9 turbo. Please make an accurate comparison. Thanks. I don't think yours will be legal for T2 even though it retains the stock BCS.

Like MJ said, the factory BCS isn't fast enough for some things, that is where the other systems shine, in response and accuracy. Sure the stock system works, but for truely custom tailored boost curves, there are other options as well.

If you do need to retain the stock system for some racing, yes it will work, not as well, but it will work. There are big gains to be had as far as response, even low to mid throttle with a different system.

 

I can run stock boost to maxed out stock turbo with this system. With 26psi, I am using 75% wastegate duty cycle settings in the ECU @ 3500rpm. With 24psi, 65-68% WGDC.

On 9's, 22psi, 69% WGDC. 24psi, 72% WGDC.

Lots of headroom still. This is with NO boost spikes at all. I can run 100% WGDC up to within about 300 RPM of my boost target and still no spike. That helps spool and transitional response tremendusly.

This system can also run full boost in 1st and 2nd gears with no spikes, something I have yet to see the stock system do with any kinda of respectable spool. It actually can be made to spool so fast and hard in the lower gears that I need to actually lower it because I fear I will break something.

Here is a EVO 9 with cosworth cams and a HFC, the green plot is boost . This was a totally custom tailored boost curve for this car. Since it had a HFC, it got grumpy if we held higher boost past 6,000 so we gradually tapered it to 7400 rpm but where still able to make it hold well until then, no sudden drops or dips.



Here is a factory boost system on another EVO 9 with the solenoid restrictor removed, again green is the boost plot:



A different restrictor size on the compressor housing side will help a bit with fine tuning that curve on the stock system, but you have to source those pills and make sure you don't go too small or too large. We will have a comparison with that soon as well.

Here is a EVO 9 with a MBC, notice the spike:

 

MJ, I may have to try your approach. I have a Forge WG with the high psi spring so running straight lines to the WG and adjusting the preload may get me part of the way there.

 

If I am understanding you correctly, to control boost you are using a different size pill, a pill with a smaller hole then the stock pill ( I am refering to the pill by the wastegate)? If this is the case, shouldnt you be able to just upgrade your wastegate actuator to one with a stiffer spring, and keep the stock pill size. Are you using a different solenoid as well? Correct me if I am wrong!