BBK-Full + Tune at CBRD
BBK-Full + Tune at CBRD
My goal was to keep my already modified Evo 9 as responsive as stock while increasing power significantly. The car needed to stay at current noise levels and safely tuned, since it is a daily driver. I decided to keep the HFC and current HKS exhaust knowing that it would cost some power due to restrictions. Below is the list (before => after). Blanks mean ‘no change’. Car uses 93 octane pump gas only.
HKS Racing Suction Reloaded Kit => Perrin Intake
HKS downpipe => Invidia 3” downpipe
Stock 9 02 housing => Invidia 02 housing
Stock 9 FMIC => AMS FMIC
Stock 9 LICP => ETS LICP
Stock injectors => PTE 1000 injectors
Perrin HFC
12" Vibrant resonator
HKS Carbon TI exhaust
Hallman Pro RX MBC => 3-Port Pierburg EBCS
Walbro 255 fuel pump
24 PSI => 26.5 PSI
Stock 9 Turbo => BBK Full (Ported)
Stock 9 BoV => APS BoV
After researching the BBK-Full and HKS GTII 7460R turbos, I chose the BBK-Full. Given CBRD’s experience with the BBK line of turbos, and their relationship with the manufacturer, I decided to go with Chad and his team. CBRD’s service and attention to detail are well known in this forum, and it showed throughout the whole process of discussion, installation and testing. Since the work was done on the same day, the car was not baselined on CBRD’s Mustang dyno. However, I did have curves from the last time the car was modified and tuned at Ivey Tune: peak 331 whp/322 wtq.
After the new modifications and tuning the peak numbers were 358 whp/287 wtq. Given that stock Evo 9s peak at 260 whp on Ivey Tune’s dyno, and 225 whp on CBRD’s – I think it is reasonable to assume linearity, no offset, and use a factor of 1.156 to convert from CBRD’s to approximate Ivey Tune’s dyno numbers. This results in ~414 whp/~332 wtq. I also included curve estimates associated with these numbers (Excel graphs) and compared them with the DynoJet numbers from the older setup. I know that comparison of numbers from different dynos at different time points is tricky and there are many dependencies to consider, so the DynoJet converted numbers I provide above are rough estimates.
The way the car feels is consistent with the numbers and curves. At the lower end of the RPM band the boost threshold stayed put, while the turbo spools very fast. The response is at least as good as before the new modifications and tune. Above ~4000 RPMs the new setup just does not quit, providing a strong pull beyond redline. The APS BoV completely eliminated flutter that existed with the stock BoV when easing off the throttle at low PSI. Noise levels did not increase. I am very satisfied with the new power and feel of the car. Thanks to Chad, Brent and Mike for their excellent service.
HKS Racing Suction Reloaded Kit => Perrin Intake
HKS downpipe => Invidia 3” downpipe
Stock 9 02 housing => Invidia 02 housing
Stock 9 FMIC => AMS FMIC
Stock 9 LICP => ETS LICP
Stock injectors => PTE 1000 injectors
Perrin HFC
12" Vibrant resonator
HKS Carbon TI exhaust
Hallman Pro RX MBC => 3-Port Pierburg EBCS
Walbro 255 fuel pump
24 PSI => 26.5 PSI
Stock 9 Turbo => BBK Full (Ported)
Stock 9 BoV => APS BoV
After researching the BBK-Full and HKS GTII 7460R turbos, I chose the BBK-Full. Given CBRD’s experience with the BBK line of turbos, and their relationship with the manufacturer, I decided to go with Chad and his team. CBRD’s service and attention to detail are well known in this forum, and it showed throughout the whole process of discussion, installation and testing. Since the work was done on the same day, the car was not baselined on CBRD’s Mustang dyno. However, I did have curves from the last time the car was modified and tuned at Ivey Tune: peak 331 whp/322 wtq.
After the new modifications and tuning the peak numbers were 358 whp/287 wtq. Given that stock Evo 9s peak at 260 whp on Ivey Tune’s dyno, and 225 whp on CBRD’s – I think it is reasonable to assume linearity, no offset, and use a factor of 1.156 to convert from CBRD’s to approximate Ivey Tune’s dyno numbers. This results in ~414 whp/~332 wtq. I also included curve estimates associated with these numbers (Excel graphs) and compared them with the DynoJet numbers from the older setup. I know that comparison of numbers from different dynos at different time points is tricky and there are many dependencies to consider, so the DynoJet converted numbers I provide above are rough estimates.
The way the car feels is consistent with the numbers and curves. At the lower end of the RPM band the boost threshold stayed put, while the turbo spools very fast. The response is at least as good as before the new modifications and tune. Above ~4000 RPMs the new setup just does not quit, providing a strong pull beyond redline. The APS BoV completely eliminated flutter that existed with the stock BoV when easing off the throttle at low PSI. Noise levels did not increase. I am very satisfied with the new power and feel of the car. Thanks to Chad, Brent and Mike for their excellent service.
Nice results, I'm sure that it is a blast to drive. As you said, the Dynojet numbers are rough estimates, but they seem to be pretty much in line with what others have seen.
Dan (drb)
Dan (drb)
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How is your car running with the PTE 1000s? I was sent FIC 1150s by mistake (ordered FIC 1050s from a vendor on here) and Chad and I have been battling all sorts of annoyances since March. Thinking next time around PTE 880s or maybe 1000s but looking for feedback. Thanks!