*NOTE* Please note that the dyno #'s from this thread is from 1 Evo 9. These numbers are probably subject to change pending other test cars (hopefully including mine )

The following is info taken from posts within this thread:

Stock 2.0 WRX--> 160-165whp
Stock STi--> 215-220whp
Stock 03-04 EVO 8--> 200-205whp
Stock 05 EVO 8--> 210-215whp
Stock 06 EVO 9--> 230-235whp
EVO 9 w/Tune--> 265-270whp
EVO 9 w/Tune&TBE--> 290-295whp
Stock Porsche 993tt-->300-305whp
Stock Porsche 996tt-->315-320whp

I am assuming all #'s are on 91 octane.

Terry S

 

When hell freezes over.
Very few of us Vishnu guys run intakes. There will be an easier way to make more repeatable power for the IX than an intake.

 

I can't wait to see
IX + flash + exhaust + turbo + injectors + fuel pump

 

i want to see 350 on race gas.. i cut 337 on race gas, and that was an agressive tune.

 

What is the boost at during that run?
What does it fall off to by red line?

How big of an improvement you would expect with mbc set to around 21psi and cat delete on 93 octane??

I would appreciate your answer.
Thanks

 

WHAT HE SAID?????

 

Boost falls off to 16psi by redline. It peaks at 21-22 between 4000-5000rpm.

I don't like to use MBCs on street cars since it totally eliminates the ability of the stock ECU to pull back boost when detonation occurs (as the IX's ECU is now capable of doing). The "downside" of using the factory boost control system over a ball-and-spring MBC is that there will be boost taper at high rpm. So instead of holding 20-21psi at redline, you will only hold 16-17psi. The extra 4-5psi at 7800rpm is worth perhaps only 10whp since the turbo is way out of its efficiency range. It's nice to say that you are holding boost to redline but it's not necessary the healthiest or safest way to squeeze out the last few %.

As the the test-pipe, we usually see 15-20whp with them installed. 93oct, as illustrated in the dyno results I posted up, was worth 15whp over the 91oct map.

shiv

 

So how does the WORK flash manage to use the factory boost control system (plus their "improved" vacuum hose) and maintain boost all the way to redline?

Isn't t just a simple matter of finding the calibration table in the stock ECU and modifying it?

 

From what I've seen, it doesn't hold 20psi to redline. But that's just from what I've logged with my dyno. Certainly not definitive.

Yes, we have access to the boost table and, at 100% duty cycle at 7500rpm, boost is 16-17psi. Replacing the boost hose with one with a smaller diameter restrictor will allow you to get the same effective bleed at a lower duty cycle. Which means a greater bleed at a the same duty cycle, which means more boost. However, a bleed-type boost control device, by nature, doesn't regulate boost like a ball and spring type which stays closed until the desired boost is reached. Hence a bit more table.

shiv

 

Besides that, what's the point in running the same boost to redline, a "nice" boost curve? I'd rather see a nice air-mass/combustion curve.

"Boost" isn't very meaningfull anyway since the static pressure variable it measures changes with different gas speeds and directions. You could probably calculate the velocity of the air at the pressure sensor's location and use that to find the pressure drop caused by the movement of the gas. Then you could say, "Well I would have xx.x lbs of boost pressure to redline if it weren't for the Bernoulli Principle!"

Also, for those people who like the spool-up of the MBC, you can run a ball-spring MBC which is set to open a psi or two below what the ECU wants. That way the wastegate is held completely shut until juuust before you reach max boost. A lot of the Saabers do that. Seems to work ok if you do it correctly.

-Adrian

 

Good points

 

Hey, Shiv, there was one other thing I was thinking-of, since the Evo 9 ECU can adjust boost for knock. I wouldn't dare to presume that I should tell you how to tune, but, I think you might find this tid-bit interesting ...

In order to get the most power possible, especially on lower-grade fuels, Saab has been tayloring the boost, fuel, and timing curves such that the EGT remains constant as the knock threshold drops. So, if timing is pulled, which would raise the EGT, fuel is added, or boost subtracted, until the EGT is the same as before. That way, they could tune the primary (zero knock-retard) map with the EGT already at the limit, instead of mapping it a little more conservatively in anticipation of some unknown amount knock retard which would push up the EGT even more.

There is one caveat, however: Saab's Trionic ECUs have waaaaay way way more sensitive knock-sensing systems than the Evo's "microphone" knock-sensing system. You'd still have to be at least a little more conservative with the Evo.

Still ... I thought you might find that at least somewhat interesting. Hopefully, anyway.

-Adrian

 

Really?! - how about a drop in filter?!

 

that works

 

SaabTuner,

Interesting stuff indeed! Does Saab use an EGT sensor for feedback? If not, how do they know that they are keeping the EGT at the right setpoint?