A way to test what you are saying about the wga is unscrew it a half of turn and put it back on see if anything changes. As you suggested as well a good tune by a professional tuner my help to but there is nothing wrong with the power #s.

 

Yeah, you probably have wastegate actuator spring pressure almost optimized. It is my uneducated guess that it could use a bit tighter(shorter), but it's not too far off base as is. That's why I said that it just needs another 1&1/2 turns. It is starting to lift just a tad early, that's all. But, overall, not too bad.{thumb up}

The DV valve is another matter. As you have stated, you have already increased wastegate preload. That means that the flapper valve is staying on its seat longer, right? So, the turbine wheel is seeing higher exhaust gas flow at a lower engine RPM, right? Because less exhaust gas is being bypassed out through the WG at any given RPM. The turbine wheel is spooling faster at lower engine RPM's. Thus, at the other end of the shaft the comp wheel is spinning faster, sooner as well.

Since the comp wheel is spinning faster earlier, the increase in charge air pressure is exerting a higher seat pressure, earlier on the diverter valve than before at any given RPM. So, the diverter valve will start lifting off its seat sooner(at a lower engine RPM) now that you've increased WG spring pressure by one eyelet on the turnbuckle. This is the Ying and the Yang that connects the flapper valve's function to that of the DV. For every force, or pressure on one side of the turbo there is a resultant equal force or pressure produced on the opposite side of the turbo.

You aren't gonna argue with this are you? And I won't post anymore so as not to further derail your thread. Sorry.

 

No not at all. I really appreciate the advice! Thanks!

 

I just want to see your new setup optimized and producing as much power as you deserve without having to throw anymore money at it. In my own way and with my best intentions, I am just trying to help.

I think that it could spool up a tiny bit better which will push the power curve to the left slightly. Peak power won't be improved but the midrange will move to the left and get beefier.

These little things can add up and along with a refined tune your machine will become more beastly. Good Luck.

 

BTW, these MAP EF series turbos look really promising. So, I am following everyone's EFR related threads with interest. Good Luck. I just wish that I had more liquidity at the moment so that I could get one of these puppies. They are an extremely high quality product.

 

There is always black friday if Chris puts them up. If not theres x mas and if all else fails you have tax time.

 

Switching to the ext. WG (CompGate) with the MVS (recirc) DP picked up a solid 50-60whp on pump gas (at least on my setup) at same boost (28-29lbs) with a MUCH flatter boost curve and 4-500RPM spoolup. You DO have to run both the int. WG (direct to boost source) and ext. WG (to controller) to take full advantage of the setup. I did try running just the ext. WG but that ended up hurting the spoolup significantly.

 

Power looks real good Jeff i added it to page 1. those numbers are great for your car otherwise being stock !

 

Did it hurt your spoolup because the spring wasn't stiff enough, or do you think there was other issues that made spoolup flat?

 

05 Evo RS 60k miles
544 whp 443 ft lbs tq so far and alot more room to go.
12 degrees of timing
33 lbs of boost

Motor
=====
stock block stock head
Gsc s2 cams
Gsc springs and retainers
Milspec 65mm tb
Map rev 3 intake
Map ported exhaust mani
Sparktech non cdi coil on plug
Arp head studs
Wally 255
Fic 1450's with e85
4 inch intake with K&N filter
Zeitronics wideband and lcd display
Gates timing belt and balance shaft belt

Tuning
=====
Stock evo ecu
Tephra v7 with speed density
and of course the master of tuning Mr Tscompusa

FMIC
====
Ams with pipeing

Turbo
====
Map ef4 with ported hot side
ported exhaust side
coated and 25lb internal wg

Exhaust
======
Buschur cat back exhaust with Magnaflow muffler
Buschur down pipe
Buschur o2 housing

The new graph has been posted and here is the info you requested.

 

It hurts spool because it let's the wastegate gases from both scrolls combine before the wastegate. If you run the internal in conjunction with an external you get the best of both worlds

 

Hmmm interesting.

 

That makes sense Chris. The turbo seems to be making noticeably more HP/torque with less effort with the MVS. Can't wait to get better fuel setup (ID1000s barely keeping up) and go E85...

 

This is fantastic as the highlighted portion is what it is all about.

 

Switched to TephraMod v7 + GrimSpeed and cranked the boost up to about 29-5lbs just for giggles. Still running BP 93 pump but the ID1000s are barely keeping up (109% DC up top at 45psi base pressure). But the EF4 definitely comes alive around 29lbs and still has plenty more to go.

Updated Engine Mods:
Fully built 2.3 stroker (9:1CR)
MAP EF4 with FP 25psi Actuator
MAP Rev3 intake
MAP ported exhaust manifold
MAP MVS DP with Ext WG
MIL.SPEC 65mm TB
AMS CNC head
AMS FMIC
AMS fuel rail/ID1000s/single 255 walbro
Short route IC piping
Kelford 272s
Power Enterprise TB
Spoolin up COPs
GrimSpeed 3-port
TephraMod v7 (still on MAF)