In an attempt to address the boost "hump" that I was experiencing, the preload of the HP actuator was reduced to nearly zero. Unfortunately, this had no affect on the boost curve. The problem was finally resolved by installing a stock IX WGA.
Here are my thoughts on this subject from another thread:

"For the regular guy on the street who's not running race gas or meth, and especially those stuck on 91 octane, the stock actuator may be the right choice in order to maintain a smooth (and easily tunable) boost curve that won't go too high in 4th gear. My testing with no boost controller at all (looped vacuum line to WGA) resulted in peak boost pressures above 20psi in 50*F ambient temps. The increased resolution of boost control (at the pressures I'll be running ~<25psi) that the stock WGA affords me, coupled with the absence of boost-humpage, makes it the right choice for me."

Here's an overlay of the before (HP WGA) and after (stock WGA) boost curves.


With the boost curve modified, the next step was to update the tune accordingly. Running only about 1psi of peak pressure more, the new tuning adjustments resulted in measurable gains. I'm now hitting load sites in the 270's (xml adjusted for larger injector scaling). Nj1266, feel free to overlay this data with your best pull that you posted in #122 of this thread. (It's important to note that nj1266 is running 93 octane and not the 91 that's available here in CA at the pumps.) A big thanks goes to JustDSM for his tuning wizardry . (EvoScan data from the "after" pull is attached.)


There may be a little more fine tuning to do, but I think the car is now 90+% of the way to being as good as it can be on Cali 91 octane.

I'm quite pleased with the results of this turbo. To me, it was certainly a worthwhile upgrade.

 

i called it.

 

Now take the tranny loss out, set it to 0% and see what you really get at the wheels.

I've cross-referenced ECU+ dyno at 0% tranny loss with Mustang dyno output, ECU+ WHP is usually spot on (+/- 2 or 3hp) and WTQ is about -10 or so.

Glad you finally figured out the problem. Another guy here was having the same type of boost curve you had and he was using the same type of WGA.

 

Bryan, Can you please take PD1's last Evoscan log and overlay it with the one from your evo?

Your car has 272, TBE, LICP on a stock 05 turbo. It is close to what PD1 has as far as mods and would make a great comparo between turbos.

 

Here is my latest dyno plot. It is similar to the one before it. This was done on the 12th of dec. This was with a TBE, a drop-in filter, on 93 octane gas. If I had 272 cams my car would hit close to the numbers of PD1's car. I believe that Razorlab is putting around 320 hp on 91 pump gas with TBE, 272 cams and LICP. He posted his sheet on Norcal Evo. I will have to fish it out.

 

Here is Razorlab's dyno compared to the earliest one from PD1. I hope that Bryan will post a newer one based on PD1's latest log.

 

My car is on a strictly 100 octane diet so it's not a real fair comparison.

100 octane: (vs stock evo)


Back when I ran 91 octane: (vs one of his old evo green plots):

 

Is this anything like the green turbo for the sti? What is the wheel rated at? 49 lbs/min?

 

^^^ The FPGreen for the WRX/STI is also only $1399. I had the FPRed on my STI and I only payed $1399 for it. IMO $1700 for a turbo that doesn't come with the install kit is alittle to much.

 

Nope, it still matches it's writing capability. Somewhere between worthless and **** poor.

I should be dynoing later this week. Of course it's the week before Christmas and I don't even know if they are open or have time, etc. It's a very low reading mustang dyno. I put 325 to the wheels and trapped 119. But it has been consistent, so I should get a good idea of what the gains are. I'm just trying to decide now if I want to spend the time swapping fuels to get the max number, or just run pump gas because I'm lazy...

 

Then don't buy it. Go spend $3000 to $4500 on a big turbo kit and live with the lag you get. This turbo is shaping up to make near 50-trim power with less lag. Once we get it on more, varied, cars we will see if this holds true. From what we have seen so far, I for one believe it will.

BTW, this is not a plain FPGreen, so the price has no comparison to one for an STI or DSM. . . Take a plain off the shelf EVO9 turbo, port he compressor cover, slap in a custom 20G sized wheel, port the hotside, slap in a FP Green wheel, and there is your price difference. . . Comparing a stock off the shelf FPG to a totally custom EVO 20G is like apples and oranges.

Some of us read, comprehend, and "get it", David

EVOlutionary

 

so do you think with basic supporting mods at 20-22psi on pump this turbo will make 400+ whp? if so, i'm sold! i'd just like to see what it'd make on 93 on an VIII with intake, TBE, and cams at 22 psi. i'd like to see if it's a significant gain over just a IX turbo at pump gas boost levels.

 

For once the BR camp isn't getting flamed for the turbo. The flipping 20G-8 and 20G-9 5/6 blade snails got roasted pretty good.

In all honesty though I haven't seen many dyno graphs from the the LT? Most of the post have been untuned butt dynos.

 

Spent some face time with Rob @ Forced Performance this weekend. Ours should be ready to ship on Tuesday. Rob and I went over the evolution of the WR, Evo8-20g, Evo9-20g and the Evogreen.

After speaking with the creator, himself we definately have formed a comfort level with this unit and are excited about seeing the results.

It seems as Evo owners, we have the first "market ready" bolt on twin scroll turbo UPGRADE available which is what we need after a few "marginally better" options have come and gone with less than stellar results.

 

So far on 91 pump gas PD1 was able to hit 335 whp on both ECU+ and DLL. But that is on 91 CA pisstane and not on 93 with 21 psi and 9* timing @ 7K rpm. I really doubt that you will hit 400 whp with 93 octane gas. But we have to wait and see more dynoed cars with this turbo on quality pump gas.