Forced Performance Evo 8 turbo housing. 10.5cm2 worth it?
The MAF sensor isn't going to be a restriction per-se.. BUT when you draw alot of air through it, the mesh on the front can become deformed and/or come loose... so you'll either get weird readings from it, or it stops working right.. Makes for a nightmare tuning.. Thats really the only reason I went with a blowthrough setup.. I don't really buy the whole Speed Density / Standalone argument.. I think its a great tool, but to me its overkill, you don't dig a hole for a flower with a backhoe, when a shovel will do the job just as well only neater.
So how is your blow thru set-up going?
The main reason I'd like to trash the stock MAF is to get my HKS RS filter off my IC sprayer bottle and maybe then I could engineer some ducting to get cold air to it.
The main reason I'd like to trash the stock MAF is to get my HKS RS filter off my IC sprayer bottle and maybe then I could engineer some ducting to get cold air to it.
And I'm likely going to get another stock manifold and have it extrudehoned (and of course clean up the casting a bit, and polish up and hard coat the outside for a little bling factor)
I'm going to be picking up an Evo7 head tomorrow, and will source a shop to do a head for me.. I also will be doing a stroker conversion, I'm hoping I can get my hands on a block for that so I can have the entire setup ready to go without downtime to my car.
Hey, on an offtopic note.. is anyone aware of any major differences between the US Evo8 head and the Evo7 head?
I'm going to be picking up an Evo7 head tomorrow, and will source a shop to do a head for me.. I also will be doing a stroker conversion, I'm hoping I can get my hands on a block for that so I can have the entire setup ready to go without downtime to my car.
Hey, on an offtopic note.. is anyone aware of any major differences between the US Evo8 head and the Evo7 head?
The blowthrough works great, I had to "hack together" a setup until I got a new upper pipe that fit.. I had a drawthrough setup, worked good, but wasn't calibrated for that kind of use so I had to tune around it.. I took it off to do some testing of some code with the stock MAF sensor. I got my new upper pipe and a few components to get it to line up with my existing components and will hook it back up next week.
The one thing that was very obvious with the new MAF was the frequency wouldn't hop around any longer.. it would hover at 30hz and wouldn't DIP with my aftermarket filter or MAF pipe like you would get with the stock MAF..
The one thing that was very obvious with the new MAF was the frequency wouldn't hop around any longer.. it would hover at 30hz and wouldn't DIP with my aftermarket filter or MAF pipe like you would get with the stock MAF..
Originally Posted by bishiboy
I looked into the extrudehone for my inate and exhaust manifolds. Where can you get this done?
There may be other less expensive sources for this, since the extrudehone technology is now being resold to machine shops..
Its important to note that extrudehoning works great, but you may still need to port match to the head since it really is like queezing abrasive toothepaste out of a tube so it will need to be cleaned up a bit...
I'm thinking of doing the head and intake, Hot side housing, and possibly the scroll housing..
Last edited by MalibuJack; Jul 22, 2004 at 05:37 PM.
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Originally Posted by bishiboy
These guys do good work. They are old DSM guys. http://www.slowboyracing.com/Intro.html
As far as what I noticed, The car was pretty stock at the time. I didn't feel alot at the time.
I'm doing the same thing MalibuJack is doing.
I'm trying to make the stock set-up as efficient as possible.
When I got my car Dynoflashed a couple months ago, Al said my car was the quickest 91 octane car he's tuned, with the exception of Robi's car, which was tuned within an inch of it's life.
With race gas, my stock turbo pushed 25psi only dropping to 21-22psi at 7850rpms.
I can't wait to get my head done.
I'm still not convinced the MAF sensor is restricting enough to justify the UR blow-thru or even more expensive, stand alone ECU with MAP set-up.
I'm sure when I start pushing 425+, the MAF will be a factor.
I also think the stock intake manifold is good.
Anybody else have any input?
As far as what I noticed, The car was pretty stock at the time. I didn't feel alot at the time.
I'm doing the same thing MalibuJack is doing.
I'm trying to make the stock set-up as efficient as possible.
When I got my car Dynoflashed a couple months ago, Al said my car was the quickest 91 octane car he's tuned, with the exception of Robi's car, which was tuned within an inch of it's life.
With race gas, my stock turbo pushed 25psi only dropping to 21-22psi at 7850rpms.
I can't wait to get my head done.
I'm still not convinced the MAF sensor is restricting enough to justify the UR blow-thru or even more expensive, stand alone ECU with MAP set-up.
I'm sure when I start pushing 425+, the MAF will be a factor.
I also think the stock intake manifold is good.
Anybody else have any input?
Last edited by lancerpartstrad; Jul 22, 2004 at 06:10 PM.
Originally Posted by MalibuJack
And I'm likely going to get another stock manifold and have it extrudehoned (and of course clean up the casting a bit, and polish up and hard coat the outside for a little bling factor)
I'm going to be picking up an Evo7 head tomorrow, and will source a shop to do a head for me.. I also will be doing a stroker conversion, I'm hoping I can get my hands on a block for that so I can have the entire setup ready to go without downtime to my car.
Hey, on an offtopic note.. is anyone aware of any major differences between the US Evo8 head and the Evo7 head?
I'm going to be picking up an Evo7 head tomorrow, and will source a shop to do a head for me.. I also will be doing a stroker conversion, I'm hoping I can get my hands on a block for that so I can have the entire setup ready to go without downtime to my car.
Hey, on an offtopic note.. is anyone aware of any major differences between the US Evo8 head and the Evo7 head?
Are you going "low volume" high flow on all the plumbing and i/c? I am guessing here but with the strocker you'd probably be better off with a 3071.
I will likely be using the bigger valves and heavier springs.. I haven't seen a Ti valve for this application yet.. but I'm sure someone makes something that will fit.. I have pretty much addressed every restriction I can find in the order I found it.. so the intercooler pipes, intercooler, pipes, etc.. I'm up to the head, intake manifold, throttlebody as the final components that I can realistically see as restrictions.
Additionally very few people address an efficient ignition system, so I've been researching some coil on plug setups and CDI ignition boxes.. Especially under high boost, your likely to get misfire as plugs get worn.. that doesn't happen as often with an upgraded ignition system, and you can run a larger gap providing a larger spark.
Additionally very few people address an efficient ignition system, so I've been researching some coil on plug setups and CDI ignition boxes.. Especially under high boost, your likely to get misfire as plugs get worn.. that doesn't happen as often with an upgraded ignition system, and you can run a larger gap providing a larger spark.
Another area that indirectly effects horsepower is cooling, so I'll be using a better more efficient radiator, and looking at some water pump options that have good volume without additional drag. (From what I know, there is only 1 company offering an upgraded Evo water pump)
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Originally Posted by MalibuJack
Another area that indirectly effects horsepower is cooling, so I'll be using a better more efficient radiator, and looking at some water pump options that have good volume without additional drag. (From what I know, there is only 1 company offering an upgraded Evo water pump)
Originally Posted by lancerpartstrad
Get a ralliart thermostat.
Off topic, but Ferrea makes 4G63 titanium valves...
Originally Posted by MalibuJack
I will likely be using the bigger valves and heavier springs.. I haven't seen a Ti valve for this application yet.. but I'm sure someone makes something that will fit.. I have pretty much addressed every restriction I can find in the order I found it.. so the intercooler pipes, intercooler, pipes, etc.. I'm up to the head, intake manifold, throttlebody as the final components that I can realistically see as restrictions.
Additionally very few people address an efficient ignition system, so I've been researching some coil on plug setups and CDI ignition boxes.. Especially under high boost, your likely to get misfire as plugs get worn.. that doesn't happen as often with an upgraded ignition system, and you can run a larger gap providing a larger spark.
Additionally very few people address an efficient ignition system, so I've been researching some coil on plug setups and CDI ignition boxes.. Especially under high boost, your likely to get misfire as plugs get worn.. that doesn't happen as often with an upgraded ignition system, and you can run a larger gap providing a larger spark.
. To each his own I guess 
How about coatings (internal and turbo etc.). Also Compression ratio (how high do you dare go
maybe 9.5 or even 9.8:1) and combustion chamber design? Good luck can't wait to see some dyno charts, make sure you baseline so we can drool over the gains
