i've a couple of frens who blew their mag turbos.. some overboosted..around 1.5bar.. ranged from broken center bearings to broken fins.. my car still doing fine, checked my mag turbo once in a while. now its holding at 1.6 bar. spikes up to 1.7 bar for stock boost cos i'm on a RA ecu. so my stock ecu is actually available to be sent for tuning..

 

Cool - I have another IX here as well that needs a tune - that makes three already, and counting Shiv!!!!!

I smell a Vishnu tuning day in sunny Miami, soon, please?!!!!

 

Hi guys,
Before I send out any ECUs via mail, I'm going to tune another 2 or 3 IXs here a the shop just to make sure everything is repeatible. I would consider doing an out-of-state dyno day as well but first things first The car we've done does need to see some road time just to ensure that it doesn't kick on any CELs or misbehave over the next few hundred miles.

If there are any folks who want to bring their IX to us for ECU remapping, shoot me a PM (yes, I cleared up some room in my inbox.) For the next 2 or 3 IXs, the price for a custom tuned reflash is going to be $750 ($650 for flash+$100 for custom dyno tuning). After that, it'll probably go up to the normal rate of $250 for custom dyno tuning ($900 total). Mail-in prices will be $650.

Regards,
shiv

 

My theory is that the turbo is responsible for most if not all of the peak power gains and the MIVEC is what is making the power band come on so early and making the TQ curve so broad.

A IX turbo would be a great bolt on upgrade for any VIII - its a great turbo and I am excited to see the power gains it makes in the future as more modifcations are added to the IX cars. I am particularly interested to see it at high boost with alcohol and I am tuning a bone stock IX with alcohol injection and the ecutek reflash next week at vivid racing so that will be an interesting test.

If any of you guys have a chance to drive a tuned IX with a few bolt on parts ("BPU" in tuner language - "Basic Perfromance Upgrades") you will note the immediate change in the way the mid range feels. The MIVEC really has a drastic effect on the mid range and you can immediately tell.

Here are some dyno sheets I have made with IX evos

The noticeable improvement over the VIII is that with the MIVEC you can really massage the TQ curve to make it very broad and flat. Also, I find that the IX responds more with the addition of typical bolt on modifications than the VIII.

With the two subject 2006 IX cars the base line tests are very similar. We can see that through the BPU parts instalation and tuning the stronger of the two cars retains a slight advantage in power. This was typical on VIII evos - the so called car to car variance. Perhaps this may be accounted for fuel variations or tire pressure changes between the subject cars? Just theories.

The BR 350 car got a Buschur intake filter only and a cat back exhuast - also this car ran a test pipe. Everything else including the boost solinoid is all stock. The ecutek is running the boost and it does an amazing job with the proper "turbo dynamics" settings and initial wastegate duty cycle adjustments the boost held a steady 21 psi through 6,000 with a gradual taper down to 17.5 at 7800 rpms. Really no need to have a MBC or EBC on these cars the stock system works great with the new turbo.

NOTE * These figures are on a bone stock Mustang Dyno which reads lower than other dynos. Look at the GAINS in power not the peak numbers. Considering that these cars will base line anywhere from 240 - 275 on a Dyno Jet dyno the gains would put this very mildly modified car well over 300 whp on a Dyno Jet dyno.




The BR350 car I tuned also with Ecutek has similar mods - but also has a few add ons such as fmic pipe, fmic upgrade, ported manifold, but it retained the stock CAT as it was not yet delivered to the customer (brand new car) - obviously the stock down pipe and cat are huge restrictions



Those of you who know me know that I am totalky Evo crazy - I have loved my Evo VIII like no other car ever. This IX is something that is a step beyond. I have tuned 5 of these IX's now and each time its painful to turn the car back to the customer and see it drive away. They are that good. is a great company and they just keep making the Evo better each time.

The only reason why i am not selling my 8 immediately is becuase with the ultra hardcore power area I like to play in most - in fact all of the new stuff that makes the IX so special would be soon taken off.

I am seriously dreaming of having a IX to drive every day - but I know I would soon start tearing it apart and it would wind up as a second Dyno Flash Evo 8 race car and also I think if I got another evo my wife would divorce me.

In conclusion - I love the IX - its a amazing car and in time there will be some great things comming when some of the new owners start to make more significant modifications.

The ECUTEK softwear has been 100% perfect. I have been working with Flash Evo the ECUTEK tuning platform since it came out and its a world class product. I have not seen any CEL probems of any kind with the new IX softwear and it has worked without a hitch. Great stuff

 

I still don't understand why your basline IX pulls make the same power as your baselined VIIIs. There should be a 15-20whp difference between the VIII and IX. How many runs did you do to establish a baseline? Are there any fans in front of the dyno? Why are you only running the cars to 7100rpm and not to 7800rpm?

Something is either not right with the testing procedure or with the cars in stock form. Stock and even tuned, they should be making more power. Especially on the 93-94oct you guys get over there.

shiv

 

Those base runs were done by David Buschur at Buschur Racing when the cars first came in to be modified. I was not present - however he is very careful in dyno procedure.

His set up uses two fans and the dyno is situated in its own seperate dyno garage with plenty of air flow.

I am hoping to collect more of a testing sample with different dynos on different fuel before I draw any conclusions.

What I am interested to see from David is a sheet with a stock 2003 evo dyno plot and the 2006 IX laid over each other - I will call him about this tomorrow.

While I have not seen any base line stock Evo 8's on the Buschur Dyno - I have tuned a LOT of modified evos on that dyno and the POST DYNO numbers are huge compared to Evo 8's. You would need a lot more parts to equal those numbers with a 8.

Next week I have two stock evos to tune at Vivid Racing which has the identical mustang dyno as Buschur Racing - it will be interesting to see what kind of base line numbers we get in AZ with 91 octane fuel.

By the seat of my pants I would agree that the IX should be at least 10 - 15 more whp than a Evo 8 - stock.

When I get an IX to tune over at Pruven Performance's dyno jet I will have a much better idea how they stack up as I have tuned hundreds of Evo 8's on that dyno and have a very good idea of what kind of numbers stock evos make over there.

Finally, Shiv, I would just like to point out that in the cas of bone stock Evo 8's there was a huge range of individual car to car variance on the base line dynos.

On stock evo 8's - BONE STOCK - on the same Pruven Dyno - I have seen a range of a low of 194 whp to a high of 267 whp - all bone stock just off the street.

Interestingly, after flash tuning the range of variation is decresed and they fall within a much narrower range. My thoery is that in part knock induced ecu corrections may be responsible for some of these variations.

In any event - I am wondering if 2 cars is a large enough sample to draw any conclusions about the base line power of the IX? I would think that taking a average of 20 cars would enable me to make a more accurate assesment.

 

Al, what was the boost pressure when you started tuning the car?
Because they run about 20-21 then taper to 14.7-15.5 from the factory.
So I am trying to figure out how the increase of 50 ftlbs of torque was achieved.
I can see A/F ratio and timing, but the 9 runs a lean spool map from the factory so the gains would be minimal at best.

 

Wow, thank's Shiv. I can't wait to see what you guys do next! You can add one more customer to your list for the IX. Looking forward to updates.

-Arbi

 

When you have 5 efficiently running (properly tuned) engines, they will all make roughly the same power. As you start detuning them more and more, they will all respond differently by virtue of even the slightest car to car component variations. Especially when these inefficiencies cause some of the components, like the ignition system for example, to operates in conditions they are barely capable of functioning at (ie. below 10:1 AFR).

Tuning stock cars is like taking out the garbage. Until you do so, they stick up the house. How much they stink and how they stink depends on the leftovers in the can... lol. Once they garbage goes away, the house begins to smell like the sum of its parts.

shiv

 

good anaology - I'll remember that one.

 

Looking thorugh the vast achives of Mr. Buschur's prolific tech postings I have found that he already posted the comparison of the 8 and 9 stock




This is what Mr. Buschur had to say on the subject at the time

 

To give you guys an idea of how the POST tune numbers on the IX stack up on Mustang dyno - here is a guy I dyno tuned at Buschur's dyno with his list of mods and final numbers


Here is what David Buschur had to say about the results of my first dyno day at the new Buschur Dyno

When you factor in this information - it is clear that the 270 mark the IX's are making on the BR Mustang dyno is a significant number and it means the IX's are making a lot of power

 

This post may have gotten missed.

 

Al- FWIW, we use a the very same mustang dyno at our Union City tuning location. In fact, I had to use it exclusively for a few months until we got our Blackhawk shop wired up for 3-phase power. It was brand new and it was also calibrated by the guys at Mustang Dyno- twice, in fact. It was also updated with the newest software (no more of the ultra-smoothened, connect-the-dots power graphs like the ones posted above). But ss far as power numbers go, it reads virtually identical to our DD dyno, albeit with considerably less resolution and more mechanical protesting

shiv

 

I asked shiv the same question: