EVO Green/20g-LT airflow numbers
Hey Tom, I'll see you Friday, what time? A turbo that flows as good as this should be able to yank out those trap speeds, I also want a solid flow of boost on pump, which I believe this turbo could hold 25PSI solid to 8000 RPM's.
I mean if you can trap at 118MPH on 93 octane pump gas with a STOCK Evo VIII Turbo, this thing should be able to hit 120+++ with a proper tune.
I mean if you can trap at 118MPH on 93 octane pump gas with a STOCK Evo VIII Turbo, this thing should be able to hit 120+++ with a proper tune.
Hey Tom, I'll see you Friday, what time? A turbo that flows as good as this should be able to yank out those trap speeds, I also want a solid flow of boost on pump, which I believe this turbo could hold 25PSI solid to 8000 RPM's.
I mean if you can trap at 118MPH on 93 octane pump gas with a STOCK Evo VIII Turbo, this thing should be able to hit 120+++ with a proper tune.
I mean if you can trap at 118MPH on 93 octane pump gas with a STOCK Evo VIII Turbo, this thing should be able to hit 120+++ with a proper tune.
Yes, Ill be there around 9. As for this topic, I think its hard to speculate and say what it "should" do. I think on my car I could yank a 121-122mph out of it on pump. However, the one guy who had it put down 414whp at 29psi when other guys are making more than that on it on BR's dyno. Its going to come down to the setup with it I think.
The turbine wheel flows pretty well already, if clipping it would help FP would be doing already. 
I was hoping this thread would stay a little cleaner, it's turning into a bench racing chat room, as usual. I know the effort is an exercise in futility, but it's a matter of principle.
I was hoping this thread would stay a little cleaner, it's turning into a bench racing chat room, as usual. I know the effort is an exercise in futility, but it's a matter of principle.
I had a 20gLT installed at 1320 Performance in NJ then tuned Sean Ivey.
I have your basic Buschur stage 4 plus some other peripherals but no internal work done.
I went in with a car with felt moderately quick pushing around 365whp and 340lb/ft on Pruven's dyno (27psi/93 octane)
I left with a car that felt fast and responsive pushing around 414whp and 393lb/ft on Pruven's dyno. The car was consertively tuned for road course with a map that showed almost no knock, with the count only hitting '2' one time with a few '1' showing and mostly '0' showing (29psi/93 octane).
I have your basic Buschur stage 4 plus some other peripherals but no internal work done.
I went in with a car with felt moderately quick pushing around 365whp and 340lb/ft on Pruven's dyno (27psi/93 octane)
I left with a car that felt fast and responsive pushing around 414whp and 393lb/ft on Pruven's dyno. The car was consertively tuned for road course with a map that showed almost no knock, with the count only hitting '2' one time with a few '1' showing and mostly '0' showing (29psi/93 octane).
Sorry for not commenting all, seems I'm not getting emails from EvoM like I used to...
To answer some of your questions, I request a very conservative tune, more focused on knock and a slightly fat mixture because I run quite a few endurance road course events. The only value to me posting numbers is relativity - in fact, Al and Sean would probably prefer I do not post numbers since I request such a conservative tune focused on knock/timing/AFR then power as opposed to many of you running passes in which you focus on the inverse - I might as well if I were going to the strip.
Power holds stronger than stock - I didn't realize how much heat soak was occuring until I stepped upto this turbo.
While street tuning, I can recall with my stocker that I would short shift because I had to. I ended short shifting tuning this one out of habit while it was still pulling strong.
Sean is going retune as we think there may be a little more power that we can tap safely with no add'l knock. Sean believed another 30 or so hp and tq could be had with a more aggressive tune but we agreed that for the purposes I suggested that the 415/400 range was appropriate with my mods.
Keep in mind, I changed the dyno I was using (Pruven to 1320).
I am on Shell 93 with alky.
In about 2 weeks when we take another look at the tune - I'll repost any progress.
From a driveability vantage point, I couldn't be much happier.
To answer some of your questions, I request a very conservative tune, more focused on knock and a slightly fat mixture because I run quite a few endurance road course events. The only value to me posting numbers is relativity - in fact, Al and Sean would probably prefer I do not post numbers since I request such a conservative tune focused on knock/timing/AFR then power as opposed to many of you running passes in which you focus on the inverse - I might as well if I were going to the strip.
Power holds stronger than stock - I didn't realize how much heat soak was occuring until I stepped upto this turbo.
While street tuning, I can recall with my stocker that I would short shift because I had to. I ended short shifting tuning this one out of habit while it was still pulling strong.
Sean is going retune as we think there may be a little more power that we can tap safely with no add'l knock. Sean believed another 30 or so hp and tq could be had with a more aggressive tune but we agreed that for the purposes I suggested that the 415/400 range was appropriate with my mods.
Keep in mind, I changed the dyno I was using (Pruven to 1320).
I am on Shell 93 with alky.
In about 2 weeks when we take another look at the tune - I'll repost any progress.
From a driveability vantage point, I couldn't be much happier.
I need to get my hands on the lt9 asap so we can battle again next year, you can use your NOS
Looking to dyno thursday, but it all depends on how far we get with Ron's turbo Honder. I've considered trying the nitrous too but I don't want to rush it And if I can't beat your stock turbo times with this thing I'm finding a new hobby...
In other news, I put the silencer back in the exhaust, and the power really drops off. The silencer didn't matter nearly as much on the stock turbo, on the airflow logs or the butt dyno. It really chokes this turbo though. I have an "automatic" silencer I intend to set up to see how that works, but I need to talk to Dave about a slightly customized version of his v-band exhaust first...
And if I can't beat your stock turbo times with this thing I'm finding a new hobby... In other news, I put the silencer back in the exhaust, and the power really drops off. The silencer didn't matter nearly as much on the stock turbo, on the airflow logs or the butt dyno. It really chokes this turbo though. I have an "automatic" silencer I intend to set up to see how that works, but I need to talk to Dave about a slightly customized version of his v-band exhaust first...
Mr Birdie's results can be found in the thread he started, IIRC.
I went last week, but it requires a super long explanation, or nothing at all. But I'll make an attempt anyway. If you look back a few pages, I mention that there is something wrong with my car, since day 1. Well, that problem is still there. The turbo did it's job though, I picked up 50-60 whp on pump gas. The problem is that the total is only 350 on the local Mustang dyno. I'm completely stumped at this point... But that's another whole topic of it's own.
To put that 350 whp in perspective, with pump gas at 290 on this dyno I trapped 110. At 325 I trapped ~116, with the 30 shot and the turbo maxed out on race gas. So, on the new turbo alone I put down more power than the stock turbo on race gas and a 30 shot. About what it was doing on the 50 shot, which trapped 119.
So a 50-60 whp gain on pump gas is a nice addition. I don't know what the people getting 20 whp are doing differently. But, there is still something wrong with my ****box, and I need to sort it out before the season starts.
Oh yeah, I'm now running 26 psi at the hump tapering to 21-22 psi on pump gas daily, no knock. This results in 46 lbs/min airflow.
I went last week, but it requires a super long explanation, or nothing at all. But I'll make an attempt anyway. If you look back a few pages, I mention that there is something wrong with my car, since day 1. Well, that problem is still there. The turbo did it's job though, I picked up 50-60 whp on pump gas. The problem is that the total is only 350 on the local Mustang dyno. I'm completely stumped at this point... But that's another whole topic of it's own.
To put that 350 whp in perspective, with pump gas at 290 on this dyno I trapped 110. At 325 I trapped ~116, with the 30 shot and the turbo maxed out on race gas. So, on the new turbo alone I put down more power than the stock turbo on race gas and a 30 shot. About what it was doing on the 50 shot, which trapped 119.
So a 50-60 whp gain on pump gas is a nice addition. I don't know what the people getting 20 whp are doing differently. But, there is still something wrong with my ****box, and I need to sort it out before the season starts.
Oh yeah, I'm now running 26 psi at the hump tapering to 21-22 psi on pump gas daily, no knock. This results in 46 lbs/min airflow.
Impressive gains to say the least, but I have a question about the statement that I quoted.
I wonder if the DSM ECU (DSMLink) has anything to do with you not seeing any knock. I'm surprised that you would see 0 knock at 26 psi on pump gas, unless your timing was really low and/or your AFR really rich.
What do your timing numbers look like at peak torque through redline? I understand if you don't want to share. Or better yet, how do your timing numbers at the 26 psi peak look compared to your pump gas or race gas numbers on the stock turbo.
I'm just curious if the DSM ECU and Evo knock sensor aren't perfectly compatible or if the knock sensor filter maps in the two ECUs are different enough to not register lower amounts of knock.
The gains that you demonstrate here suggest that you aren't knocking, but I'm just curious nonetheless.
Thanks,
Eric
