I had the AMS ignition set for a little bit but it broke and was recalled by AEM. Im on my stock ignition and am getting bad blow out after 24 PSI from a 60-1. Is this normal or should i be able to run more boost? I was running 28 psi through my stock turbo with no problems.

 

The answer is... It depends.. I have personally had ignition problems even on the stock turbo with fairly low boost (22psi or so) You can run cooler plugs and a much tighter gap to compensate, and buy brand new coils and wires, and it will help for awhile. But so far everyone I've worked with who was running fairly high boost has been getting some level of misfire or timing drift at higher RPM. You can always run the HKS DLI-2, it solved my issues with the ignition, and everyone else who has run it has had good results.

I guess the short answer is, some cars will experience it, some won't.. At your level of modification, your experiencing blowout and need an upgraded ignition. There are other members running higher levels of boost and claiming their not getting any blowout or misfire, I wonder if its that they just aren't feeling it though..

 

Isn't 24 psi well out of the efficiency range for a 60-1? As per my recollection, that turbo is intended for a V8 running low boost, and loses efficiency rapidly above 18-19psi. Not that it matters much where ignition is concerned, but...

 

60-1 is good up to 30 pounds and is best around 26...

 

Not according to the compressor map here:

http://www.turbocalculator.com/sale-garrett.php

 

stock ignition here

https://www.evolutionm.net/forums/sh...d.php?t=149659

 

That doesn't tell me anything. I'm just referring to the bolt-on 60-1 I used on my DSM. It was good for mid-20s on daily driving and 30 on race gas.

 

The compressor map indicates this turbo runs most efficiently at 8-14psi, and apparently is intended to deliver a lot of air at low pressure (e.g. a typical V8 running relatively high compression and low boost).

One can get 30 psi out of the stock turbo too, but like a 60-1, it's blowing hot air at that pressure. I just mentioned it because it's not a turbo I'd expect to be selected for an EVO for that reason.

 

The EMS has a very horrible ignition problem with the Evo's. Many people cant run over 24psi with it without some better ignition. If you are using something else 30psi is fine... perhaps higher is still OK. I will be testing it fully once my clutch is in. I have ran the car at 30psi with the stock ignition and stock wires and it held it fine with no mis-fire. I do need to change the plugs alot but I dont think that is too much of the ignition system.

 

I believe there is an ignition upgrade available for the AEM EMS. Naturally it costs additional money, but it may be worthwhile for high hp apps.

Just FYI.

 

If the UTEC could data log fast enough I bet more people would see that the stock ignition misfires with it as well at high boost and rpm. This being why it fouls your plugs all the time. Not bagging on the utec really, just the false statement.

 

what is the lowest you would gap plugs? the turbo is not made for low boost it made for really high, TEC says that it flow 60lbs at 2.5 bar witch is alot of boost. Sorry for not being clear AEM recalled my c2di ignition box, not EMS i have a utec.

 

Oops, that's incorrect.

That "2.5" bar in the compressor map refers to the pressure ratio, which is actually 1.5 bar on your boost pressure gauge, not 2.5 like you were told. This is easily confused if one isn't aware of this.

1.5 bar of boost at 60lbs/min is at the absolute limit of its efficiency range because the compressor must spin at 120,000rpm just to get to that point. This turbo's efficiency is on the decline after its peak effiency around 40 lbs/min and ~14.5psi, which means that after that, the intake temps go up, and air density goes down (which compromises power). This doesn't mean that it won't work, it's just not well suited for the EVO because it's designed for a very different application - low boost and a lot of air.

Just FYI.

 

What I can gather is the problem is more evident with the AEM EMS than with the stock setup. This does not imply that it is nonexistent with the stock setup, just not as evident.

In any case, fouling speaks for itself.

 

Exactly