mrfred, I have a very similar set up and I'm curious to see what WGDC% you are running for this boost profile as I have not been able to reliably achieve these levels with my HTA Green and FP 25 psi WGA.

The Excel chart legend shows WGDC% but there is no data plot. Would it be possible for you to add the missing data to the chart?

Many thanks for sharing this information!

 

Out of curiosity what is your MIVEC doing at 5500 rpm? I wonder if that is what causes the change in EMAP.

 

I didn't log WGDC, but feedback is disabled, so I know what it was. It starts off at about 60% at 3500 rpm and increases almost linearly with RPM to 100% IDC by about 7000 rpm. But as you know, its all dependent on your WGA setup. I'm running a stock WGA with half an eyelet of preload, but I'm using the infamous "Help" spring mod.

MIVEC is at full advance until about 4500 rpm, and by 6000 rpm its down to roughly 5 deg of advance to discourage reversion. My rationalization is that once EMAP exceeds IMAP, I need to minimize overlap to minimize reversion. Maintaining full advance to about 5500 rpm and then tapering to 0 deg of MIVEC 6200 rpm might eliminate that dip in the load curve.

 

Awesome work.

i was wondering if you can do a boost & Pr overlay?

also, with what ever turbo your currently running, is it possible to make a boost change , lets say 2 psi down & see the Pr reduction, relative to power loss?

Also, have you any data when running cat vs test pipe? just interested in seeing if the Pr change matches with a boost change compare.

 

aby, these are test pipe numbers. i removed your cat to get max power numbers. no runs with it. i've got some dyno time scheduled with aaron to work on mpg optimization and to reassess my mivec map, so i should have some time to try lower boost.

 

Thanks.

 

After a couple of months are you still in love with the lite???

 

Mychailo

Post updates please.
You crossed 500whp on the Green, when you added GSC S2 cams.
Can you update us with the Dyno Sheet?
Maybe also super-impose RTErnie's (Eric's) dyno when he achieved 488whp on the same dyno on the HKS turbo. Curious to see the difference.

Thanks
Ivica

 

Waiting on a dyno sheet from Aaron. The torque plateau still starts at 4000 rpm like with the HKS cams, but everything is lifted by about 20-25 whp. Makes me really wonder what I would have gotten if I had tried the R2 cams like I had planned. Still may have to try them.

It looks like R/TErnie did all his dyno runs at Drift Office up in Seattle.

https://www.evolutionm.net/forums/ev...5-results.html

Mod-wise, R/TErnie and I are fairly similar. Main differences are:

mrfred
- ported head
- MAP rev3 IM
- MAF

R/TErnie
- unported head
- Magnus v5
- SD

He crossed 30 psi at ~3400 rpm whereas I'm crossing 30 psi at 4000 rpm. Torque offset is similar - he crossed 400 ft-lbs at 3900 rpm, and I'm crossing at 4300 rpm, while his torque drops below 400 ft-lbs at 5800 rpm, and I drop below at 6600 rpm. Moving everything over to the right with the HTA Green means I make more power. Without a doubt the HKS turbo is a smaller, lower flowing turbo than the HTA Green, so it will never reach the same power levels as the HTA Green on an equal modification footing.

Of course what you don't see from the dyno charts is transient response, and we both know that the HKS does better there. Really comes down to what you want.

 

Sorry just saw this. Yes absolutely it's a great turbo and perfect for my needs.

 

Mychailo
I observed exactly the same as you: FP Green lifts the power up by about 15-25whp over HKS, under the right circumstances.
BBK full on same dyno same combination seems dead even with HKS.

English Racing just did a 2.4 with HKS turbo, and similarly ran into a wall about 490whp same as Eric (RTErnie).

So that is the flow-limit.

I was curious.
I don't know what I want, because I cannot try both on the same car.

I went with HKS because I had a great experience, and I love the fast response and spool.
I reasoned that if it gains about 30wt in the range of 2500-3500rpm over other choices, like FP Green BB and BBK-Full BB, that is maybe 15-20% of the total torque, which can be felt in daily driving.
And if it looses 5% on top, that is something that can be measured but is rarely felt.
If I had a big stroker, than FP Green would be obvious choice.
I wish that somebody made a turbo like HKS, in response, but lifted up a little more than green: HKS actually does that, for Evo X, I think its called something like 8360R Its +15-20% over 7460 for the Evo X.
And that I think is a super-compromise. It gives response of the HKS, slower spool of FP Green, but I think a bit more overall torque under the curve than either FP Green and BBK Full.

Look forward to see it when you get the Dyno from Aaron

 

Not to get carried away with comparisons, but Lucas has gotten 525 whp from an HTA Green, and Curt Brown has done something close to 550 whp.

At any rate, the turbo you seek for the ultimate in transient response while still being able to make 550 whp is the EFR 7670. Power doesn't hit until 4000 rpm, but transient response will be as good or better than your HKS turbo. The ultimate ain't cheap though. Total cost for all needed parts is about $5700.

 

I'm curious how the FP green ball bearing version would have compared to these. It seems it would spool faster and give the benefits of the BBK down low and the better top end.

My wife and I codrive her Evo IX in autocross and have been considering doing a turbo upgrade. Quick spooling is important and hoping to make some more power than the stock turbo. Too many choices out there! However the comparisons help

Thank you for taking the time to do this!

 

I have 7460r that will be available by next week. Awesome response on hks turbos. Im going red.

 

There's no difference in powerband for BB vs JB stock frame FP turbos. Its all in the transient response within the powerband.

The HTA Green and BBK are an interesting contrast. One thing I've come to appreciate with the Green is that the anti-surge cover is awesome for daily driving. Part-throttle studder is non-existent with this turbo whereas the stock turbo and the BBK both require a good DV to minimize it (but never completely eliminate it). The tradeoff is that the Green feels a little more lazy coming up to the powerband, but once inside the powerband, transient response is on-par with the BBK.