We have been working on a project car here for the last 2 weeks. All the parts finally came in and were installed last friday. Here is the list of mods...
Car: 2006 Evo 9 MR
Octane: 100 octane unleaded fuel (sold locally at Petro Express stations at the pump)
Mileage <900 miles
Mods:
K&N drop in (stock airbox)
HKS MAF hardpipe (for use with stock airbox)
Forge UNOS MBC (stealth black)
Forge RS BOV (stealth black)
HKS DLI2
HKS 264 Exhaust cam
Evo 9 Modified turbo (Evo 8 WR converted to Evo 9 parts w/ HP actuator)
Works O2 housing
Works coated DP
Megan Resonated Test pipe
HKS Carbon Titanium catback (necks down to 65 mm at cat)
Walbro 255 fuel pump
Greddy 660cc injectors
ECUTEK (tuned by Precision Dyno)
Nick from Precision Dyno came down to Morrisville NC to tune this car for us on our local Mustand AWD dyno.
This car BONE STOCK made 240 awhp and 248 ft lbs of torque on this dyno.
All runs were done in 3rd gear.....
After bolting on all the parts above (before tuning and before the injectors) the car put down 308 awhp and 274 ft lbs. This was a gain of 68 hp and about 24 ft lbs. This was with boost spiking to 25 psi, dropping back down to 20 or 21 psi. This is the #2 run on the first dyno sheet.
Next we swapped out injectors on the dyno, and Nick arrived right on time around 6 pm. after the 9 hour trip down to NC.
Nick started working on the tune. Then about 15 minutes later he was ready for the first run.
He started dialing in the mixture and getting things right. Then he started massaging the Mivec mapping more and voila, things started to happen. Nick says to me, "You ready to have some fun now??" I said yeah.....
The next pull was at 25 psi droping back to 21 psi.... You can see this on the #3 pull on the first dyno sheet. 346 awhp and 357 ft lbs. Now we are talking......
Then we started to turn the boost up to try to get the boost to stay up higher. We ended up having to run about 35 psi spikes to get the boost to hold up to 24 psi. Evidently we didnt have enough preload on the actuator. Well the results speak for themselves. A perfectly smooth and tall torque curve with no percieved knock at all. This is shown as run #1 on the first dyno sheet.
Peak Torque 418 ft lbs
Peak power 376 awhp
Ok. Here is the somewhat interesting part: Before we started tuning Nick was talking with the owner about if we did the parasitic driveline test on the car, before baselining. The owner told Nick, that they hadnt done that in 1.5 years. Nick wanted to do this so we would have accurate numbers.... Nick said this should be done each time because it varies from car to car, even if they are the same model. For the sake of keeping things consistent and measure true "apples to apples" we chose not to do this, because the stock numbers and the after bolt on baseline number that we had done that day were done with the dyno like it sat.....
However after the tuning was done. We decided to do the parasitic vehicle test to calibrate the dyno for that specific car then make one more pass to see the truest numbers. The proceeding dynosheet is rather shocking..... It is the 2nd dyno sheet.
Peak torque: 450 ft lbs
Peak hp: 419 awhp
It is important to look at not on the peak numbers but the shape and smoothness of the curves, as well as how long the torque holds out. If we can increase the preload on the actuator where we can hold the boost higher in the upper RPMS then the HP curve should continue to rise instead of flatlining like it does.
The proof is in the driving..... We took the car for a test drive and it is just plain ridiculous. It spins all over the road in 1st gear just rolling on the power. In 2nd gear rolling on the power, the front wheels start to spin.
The car has less than 900 miles on it. On the way back home after leaving the dyno, we were on the interstate cruising in 6th gear. He floored it and I heard something odd... I told him to do that again and listened more carefully this time. IT WAS THE CLUTCH!!!!! It was slipping at abut 3500 RPM..... The car is making sooo much torque the stock clutch is overwhelmed.... We have exceeded the torque holding capacity of the clutch. It holds in the lower gears up to 4th gear we know for sure. But low RPM high gear loading of the clutch on full boost and the clutch cant hold.
Things to note:
This car was using:
Stock FMIC
ALL stock piping (including tiny lower IC pipe)
Stock airbox
Stock plugs with stock gap
NO porting on anything
I think the parts on this car are some of the best that you can buy and really show what a properly set up bolt on Evo 9 with tuning can accomplish.
I want to especially thank Oliver at Works for his help in getting the Works stuff to us. I also want to thank Marty at injected performance for getting us parts in a hurry, as well as Mike at Forge for his great products and support. Thanks also to Forced Performance for rebuilding the White Rabbit for us and making a very nice product. Last but not least Nick from Precision Dyno for driving down to give us one heck of a tune.
And I also need to thank Kasey, Chris and Josh for helping me install all these parts last friday.
Thats all for now. BTW, Nick from Precision drove the car after tuning it, he might chime in and give his impressions on the car.
Its amazing how good that pump gas 100 octane fuel is..... If you have $5.99 a gallon......
Brian
Car: 2006 Evo 9 MR
Octane: 100 octane unleaded fuel (sold locally at Petro Express stations at the pump)
Mileage <900 miles
Mods:
K&N drop in (stock airbox)
HKS MAF hardpipe (for use with stock airbox)
Forge UNOS MBC (stealth black)
Forge RS BOV (stealth black)
HKS DLI2
HKS 264 Exhaust cam
Evo 9 Modified turbo (Evo 8 WR converted to Evo 9 parts w/ HP actuator)
Works O2 housing
Works coated DP
Megan Resonated Test pipe
HKS Carbon Titanium catback (necks down to 65 mm at cat)
Walbro 255 fuel pump
Greddy 660cc injectors
ECUTEK (tuned by Precision Dyno)
Nick from Precision Dyno came down to Morrisville NC to tune this car for us on our local Mustand AWD dyno.
This car BONE STOCK made 240 awhp and 248 ft lbs of torque on this dyno.
All runs were done in 3rd gear.....
After bolting on all the parts above (before tuning and before the injectors) the car put down 308 awhp and 274 ft lbs. This was a gain of 68 hp and about 24 ft lbs. This was with boost spiking to 25 psi, dropping back down to 20 or 21 psi. This is the #2 run on the first dyno sheet.
Next we swapped out injectors on the dyno, and Nick arrived right on time around 6 pm. after the 9 hour trip down to NC.
Nick started working on the tune. Then about 15 minutes later he was ready for the first run.
He started dialing in the mixture and getting things right. Then he started massaging the Mivec mapping more and voila, things started to happen. Nick says to me, "You ready to have some fun now??" I said yeah.....
The next pull was at 25 psi droping back to 21 psi.... You can see this on the #3 pull on the first dyno sheet. 346 awhp and 357 ft lbs. Now we are talking......
Then we started to turn the boost up to try to get the boost to stay up higher. We ended up having to run about 35 psi spikes to get the boost to hold up to 24 psi. Evidently we didnt have enough preload on the actuator. Well the results speak for themselves. A perfectly smooth and tall torque curve with no percieved knock at all. This is shown as run #1 on the first dyno sheet.
Peak Torque 418 ft lbs
Peak power 376 awhp
Ok. Here is the somewhat interesting part: Before we started tuning Nick was talking with the owner about if we did the parasitic driveline test on the car, before baselining. The owner told Nick, that they hadnt done that in 1.5 years. Nick wanted to do this so we would have accurate numbers.... Nick said this should be done each time because it varies from car to car, even if they are the same model. For the sake of keeping things consistent and measure true "apples to apples" we chose not to do this, because the stock numbers and the after bolt on baseline number that we had done that day were done with the dyno like it sat.....
However after the tuning was done. We decided to do the parasitic vehicle test to calibrate the dyno for that specific car then make one more pass to see the truest numbers. The proceeding dynosheet is rather shocking..... It is the 2nd dyno sheet.
Peak torque: 450 ft lbs
Peak hp: 419 awhp
It is important to look at not on the peak numbers but the shape and smoothness of the curves, as well as how long the torque holds out. If we can increase the preload on the actuator where we can hold the boost higher in the upper RPMS then the HP curve should continue to rise instead of flatlining like it does.
The proof is in the driving..... We took the car for a test drive and it is just plain ridiculous. It spins all over the road in 1st gear just rolling on the power. In 2nd gear rolling on the power, the front wheels start to spin.
The car has less than 900 miles on it. On the way back home after leaving the dyno, we were on the interstate cruising in 6th gear. He floored it and I heard something odd... I told him to do that again and listened more carefully this time. IT WAS THE CLUTCH!!!!! It was slipping at abut 3500 RPM..... The car is making sooo much torque the stock clutch is overwhelmed.... We have exceeded the torque holding capacity of the clutch. It holds in the lower gears up to 4th gear we know for sure. But low RPM high gear loading of the clutch on full boost and the clutch cant hold.
Things to note:
This car was using:
Stock FMIC
ALL stock piping (including tiny lower IC pipe)
Stock airbox
Stock plugs with stock gap
NO porting on anything
I think the parts on this car are some of the best that you can buy and really show what a properly set up bolt on Evo 9 with tuning can accomplish.
I want to especially thank Oliver at Works for his help in getting the Works stuff to us. I also want to thank Marty at injected performance for getting us parts in a hurry, as well as Mike at Forge for his great products and support. Thanks also to Forced Performance for rebuilding the White Rabbit for us and making a very nice product. Last but not least Nick from Precision Dyno for driving down to give us one heck of a tune.
And I also need to thank Kasey, Chris and Josh for helping me install all these parts last friday.
Thats all for now. BTW, Nick from Precision drove the car after tuning it, he might chime in and give his impressions on the car.
Its amazing how good that pump gas 100 octane fuel is..... If you have $5.99 a gallon......
Brian
Evolved Member
419 awhp on a MD? tock EVO 9 turbo? Thats crazy....that should be like 500 WHP on a dynojet...
sometihing sounds wierd here.
sometihing sounds wierd here.
Evolved Member
awesome numbers but one question? Is your car an 2005 or 2006? It says 2005 MR on your avatar and you posted 2006 Evo 9 MR on the post 
Then it says you have a Evo 8 WR converted to Evo 9 parts w/ HP actuator???
Then it says you have a Evo 8 WR converted to Evo 9 parts w/ HP actuator???
It wasnt my car. It was a friend of mines car. It was an 06 Evo MR.....
We sent in a Evo 8 WR and had it rebuilt with Evo 9 parts and had the upgraded actuator modified to fit on the Evo 9 turbo.
Brian
We sent in a Evo 8 WR and had it rebuilt with Evo 9 parts and had the upgraded actuator modified to fit on the Evo 9 turbo.
Brian
Evolved Member
Quote:
Then it says you have a Evo 8 WR converted to Evo 9 parts w/ HP actuator???
His post says we have been working on a project car. So, its not his car.Originally Posted by EVIL_EVO_VIII
awesome numbers but one question? Is your car an 2005 or 2006? It says 2005 MR on your avatar and you posted 2006 Evo 9 MR on the post Then it says you have a Evo 8 WR converted to Evo 9 parts w/ HP actuator???
Evolved Member
Quote:
sometihing sounds wierd here.
And this "?" is irrelevant because he gave baseline numbers. Some mustang dynos read super low like DB's and we know others can read like a dynojet. Lets focus on the gains and the monsterous torque. Dont forget all these pulls were on 100 oct.Originally Posted by Blue Evo 8
419 awhp on a MD? tock EVO 9 turbo? Thats crazy....that should be like 500 WHP on a dynojet...sometihing sounds wierd here.
Evolved Member
Quote:
Originally Posted by NoTec
And this "?" is irrelevant because he gave baseline numbers. Some mustang dynos read super low like DB's and we know others can read like a dynojet. Lets focus on the gains and the monsterous torque. Dont forget all these pulls were on 100 oct.
My question still stands...I'm skeptical about a stock EVO 9 turbo being able to pull 419 AWHP on a mustang dyno...
If it is true than why should I even bother getting a t3T4 or 50 trim to achieve 500 awhp??
Evolved Member
Brian that is a beautiful HP curve-- well h3ll I guess we cant call it a curve now can we . That is the flattest HP lines I have ever seen in a Evo , good work .
Evolved Member
Quote:
If it is true than why should I even bother getting a t3T4 or 50 trim to achieve 500 awhp??
Its a moddified evo 9 turbo and he didnt even add a fuel pump yetOriginally Posted by Blue Evo 8
My question still stands...I'm skeptical about a stock EVO 9 turbo being able to pull 419 AWHP on a mustang dyno...If it is true than why should I even bother getting a t3T4 or 50 trim to achieve 500 awhp??
. Do the IX fuel pumps flow that much???
Evolved Member
Quote:
If it is true than why should I even bother getting a t3T4 or 50 trim to achieve 500 awhp??
"Evo 9 Modified turbo (Evo 8 WR converted to Evo 9 parts w/ HP actuator)"Originally Posted by Blue Evo 8
My question still stands...I'm skeptical about a stock EVO 9 turbo being able to pull 419 AWHP on a mustang dyno...If it is true than why should I even bother getting a t3T4 or 50 trim to achieve 500 awhp??
My bad... We did put in a Walbro 255 pump. I will correct the mods list...
Former Sponsor
Just a question. Why did you guys dyno in 3rd gear? Most MRs I've seen (including mine( were dynoed in 4th gear.