So I continue to refine my 27.5 psi on straight California 91 octane.

Finally put the car on the dyno today to see what it's actually putting down.

First pull was at with my 25.5 psi street tune, no changes.

Put down 325whp/307 torque. Nothing too crazy. Right about inline horsepower wise with other Evo 8's with FPgreens, with the same bolt-ons I have tuned on this dyno. Does make more torque, about 10-15wtq more than others I have seen. Probably what my car would do with a "normal" 91 octane tune. I have never dynoed my evo with 91 oct. Had always been on 100 oct 24/7 before this.

Then I swapped in my 27.5 psi 91 oct street tune and did a couple of pulls. Put down 336whp / 321wtq on average, all within +/- 4whp/4wtq. Now we are talking. Great torque. This is torque I have seen out of 100 octane Evo 8's and 9's with the FPgreen and comparable bolt ons. The horsepower is "ok". I just can't run enough timing to fill in the horsepower up top with this level of boost and 91 pisstane. Time for all the flow mods I have sitting on the shelf to get installed.

Dyno Sheet: dotted lines are 25.5 and solid are 27.5psi:



Data from 27.5 psi:



And thrilling video of the pull:

http://tinyurl.com/4vppbx

Current mods:

2005 Evo MR

FPgreen *unported*
Stock Evo 9 Wastegate actuator
Stock exhaust manifold *unported*
Stock 02 housing *unported*
Stock upper IC pipes and couplers
Stock block
Stock head
Stock throttle body (original seals as well)
ARP head studs
GM Boost solenoid using PSI-Target ECU boost
Nisei lower IC pipe
HKS 272/272 cams
HKS cam gears
ETS 3.5" FMIC
Espelier 2.75" downpipe
RRE rally cat (test pipe)
Shivnu signature 3" catback (magnaflow)
Stealth open filter (hacked OEM airbox with cone filter)
Denso 720cc injectors
Walbro fuel pump

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I have a couple other tricks I am going to try out to try and help the horsepower up top. It might be that I just can't get any more out of it without doing some porting and adding some parts. For now the engine bay looks 100% stock.

Parts waiting to go on in my quest for more power out of the Green on 91 octane:

1. Forge wastegate actuator
2. Titek tubular 02 housing
3. Dynatek CDI with montero coils (trying it out again)
4. HKS 280 exhaust cam
5. Porting: Exhaust manifold, FPgreen hotside, Intake manifold
6. 65mm throttle body
7. Upper IC pipes
8. RC 1000cc injectors
9. Possible 3" downpipe
10. Possible Street porting of the head
11. Upgrading valve springs and retainers (stock now)
12. Koyo aluminum radiator

It's been fun messing around with what I can get away with on 91 oct. I do continue to wish we had 93-94 octane here though.

I think the car will wake up with the flow mods I have planned. The porting itself should help tons with me trying to cram in all this boost on 91 oct.

 

Here is timing and IDC:

 

Interesting how you manage timing at upper rpms. Looks like you hold back until reaching about 7000 rpms, and then bump it a few deg.

I see power is peaking at about 6000 rpms. I'm finding that my peak numbers are hitting usually by 6500 rpm.

Definitely do the 3" DP and the Titek O2. I think there is something to be had there, esp with the O2 housing. I like the Titek too. Seems well made and "boost creep" proof, although I doubt that would be an issue with you pushing the turbo to its limit. :-)

 

Yea, the 6k range is a really sensitive area. I find that on most Evos, even with normal boost levels. It's even more compounded with this boost level.

I got a little greedy on the dyno after I established what my street tune was making. I bumped it up 1 degree from 5500 on and it gained 10whp. Bumped it up another 1 degree and it gained about another 8whp at 6,000 rpm then knocked like a son of a ***** at 6500. 12 counts and raising before I let off. So I pulled the 2 degrees back out and left it. What I would do for sub 1 degree increments like Subarus.

I am anxious to see what the car will do once I open her up more.

 

Wow, looking at your timing, it really is a huge difference between 93 and the 91 you guys have. I guess seeing it in graphical form puts it into perspective a little more, rather than simply looking at a timing map.

A few recommendations for your personal car:

The Mil.SPEC 65mm T/B or PPI. From what I have seen and read, their T/B's are really nice pieces.

Any particular reason for the RC injectors? I am running the FIC1050, which my scaling is set to 1083. The flow like crazy (My included flow sheet showed their average flow was 1068cc/min.) and the spray pattern really is better than the few I looked at. (But, I didn't look at the RC's. I looked at the spray from a stock 05 injector, stock 9, PTE 680, and the FIC1050's. I did it redneck style, and shot each fuel injector while cranking the car. ) From looking at the spray differences, i am a huge fan of the FIC1050's now. I can't tell a difference from my stock injectors and the FIC's, even thought the FIC's are big injectors. FWIW, my IDC's are ~56% or lower on a heavy load 4th gear pull.

If you can stand to get rid of the intake snorkel, get a Koyo Evo 6 radiator with a samco *TOP ONLY* (Bottom doesn't fit) hose. It pulls the top hose about 8" farther away from the exhaust manifold, and looks more like it was meant to be there than the stock radiator. It also clears almost all intake pipes I have seen due to the bend in the top hose. I had zero problems putting it in, and custom mounted a new 14" electric fan on it instead of the stock one. I can send you a picture if you would like, for reference.

Porting. My IX port job on the turbo really woke the thing up in a huge way, and I can imagine it would do wonders for the Green. With the stock manifold ported, the *entire* turbo ported (Compressor and exhaust sides), the megan O2 housing, and a few other knick knack sneaky things, I am hitting 20psi by just a touch over 3,000 rpm's in a 3rd gear pull datalogs. I would be really picky about who does the porting job on the exhaust manifold. I have found vast differences between the two that I have, one opened up more than the other. I ended up using the one that was "less" opened up because it had better spool, as well as EvoScan showed more power from it. You will be really happy with the way it changes things, although the car starts to boogie almost too fast now, and it's really difficult to stay out of boost during daily driving. The 3" downpipe will really compliment all the above obviously.

 

yah the 91 Octane thing is something we have known for a long time....i myself have my timing tuned way down to run 25 PSI.

Good job on the Numbers Razor....a few LV guys would love those numbers with a 9 turbo or even a green on pump gas. It has made our town into Meth capital...lol methanol that is.

as for my experiance with these boost levels on this gas is about the same....a little knock around the 6k area.....and some around peak torque..which is about 3900-4100 with my car. had to pull alot of timing also.

maybe when i get back from afghanistan i can share some of my logs. My dyno runs were also done on a mustang.

 

just a quick question Bryan

Is that boost log coming from a JDM MAP sensor?

 

awesome development!

 

Yup.

Also cross referenced with my zeitronix MAP sensor, my greddy boost gauge and the dyno's MAP sensor.

 

Is the JDM map inaccurate?

 

All sensors where within +/- .2-.3 of each other.

 

Oh yeah, i was just wondering why there was concern about cross referencing. I thought i missed something.

 

Got enough boost sensors bryan LOL, as usually man good stuff and thanks for sharing

 

I ask about map sensors because on my car the graph is very wobbly, yet on your car it looks pretty smooth...

 

Excel has some smoothing plus the vertical scaling is squishing it down. Mine is jaggy in DLL as well.