Most-Wanted's IX Build Part "DEUX"
As promised
Here is the scoop. The car is now once again very drivable. I still dont really know what was causing the stumbling on pull away but its gone now. I am back on maf and the car feels so much better. I learned alot these past few days. The loss was so minimal and the drivability is up 90%. I only lossed about 8 whp and 13 wtq. Not only is that very small but these dynos were a week apart. So no telling what I would've dynoed today on the sd. The loss could've been smaller. But regardless it looks to be about 8-10 whp and 10-15 wtq loss being on maf. I can easily get it back.In fact I could lower the boost and run E85 if I desired. But the car is a freakin monster as is and its a road course car. So I want to get comfortable with the cuurent power. At some point I will build a bottom end and go E85 and make 550 whp But for now I am very happy with a solid 400 whp 93 ocatane car. Here are the graphs.
Here is the scoop. The car is now once again very drivable. I still dont really know what was causing the stumbling on pull away but its gone now. I am back on maf and the car feels so much better. I learned alot these past few days. The loss was so minimal and the drivability is up 90%. I only lossed about 8 whp and 13 wtq. Not only is that very small but these dynos were a week apart. So no telling what I would've dynoed today on the sd. The loss could've been smaller. But regardless it looks to be about 8-10 whp and 10-15 wtq loss being on maf. I can easily get it back.In fact I could lower the boost and run E85 if I desired. But the car is a freakin monster as is and its a road course car. So I want to get comfortable with the cuurent power. At some point I will build a bottom end and go E85 and make 550 whp But for now I am very happy with a solid 400 whp 93 ocatane car. Here are the graphs.
I have refused going SD for this exact reason... my car drives great on MAF, and I am not willing to spend money to see if it improves on SD, which I can bet won't...
I think you built an awesome setup for what your going to do with the car. I honestly want to go the some route with my car. Having a 400whp 93 pump daily driver that can be driven to track days and handle a 30 minute session RELIABLY is perfect in my opinion. More power always sounds better on paper but its unnecessary to have fun at a track day. What brake setup do you plan on doing as far as pads and rotors?
Well it will definitely improve slightly but at the risk of losing drivability. Pretty much everything has a trade off with performance. Just have to justify the gains and 8-10whp isnt enough for me to sacrifice anything in a street car.
With it being 8-10whp at lower boost levels don't you think the restriction will increase as the boost is turned up? Although the peak #s were only 8-10whp, it looks like it was about a constant 20whp difference from 4700-6300rpm. Thanks for being willing to try out different setups and post the results. I'm sure this will help alot of people make their decision about SD. Hopefully, there is a fix for the drivability issues on SD, because it kinda looks like there will be alot of power left on the table for those looking to run their setups as hard as possible.
With it being 8-10whp at lower boost levels don't you think the restriction will increase as the boost is turned up? Although the peak #s were only 8-10whp, it looks like it was about a constant 20whp difference from 4700-6300rpm. Thanks for being willing to try out different setups and post the results. I'm sure this will help alot of people make their decision about SD. Hopefully, there is a fix for the drivability issues on SD, because it kinda looks like there will be alot of power left on the table for those looking to run their setups as hard as possible.
I think on a high flowing setup, probably 30whp difference.. but the difference seen here was more weather related then anything else.
Also for what its worth, ive already converted 5 people from sd back to maf lol.. they all had drivability issues. for a drag car id say yes do it, but daily driven street
car that you want to attain 100% smooth drivability.. dont do it. different areas of the united states also may work better with it then others due to weather and etc.
Last edited by tscompusa2; Jan 12, 2011 at 03:01 PM.
STM did a test on baer ya but buschur did testing also;
https://www.evolutionm.net/forums/ev...ke-rotors.html
buschur actually even made their own custom light weight rotors also.
https://www.evolutionm.net/forums/ev...ke-rotors.html
buschur actually even made their own custom light weight rotors also.
Newbie
Joined: Mar 2010
Posts: 35
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From: Orlando, FL
Thanks everyone. As for brakes. They are basically already done. I am running Girodisc 2 piece lightweight rotors, stock calipers, stainless lines, titanium heat shields, and RBF600 brake fluid. Only thing left is pads and possibly an AMS brake duct kit. I will probably run Carbotech XP10's or 12's. I am currently runnung Girodisc magic pads and they are awesome street pads. Just want more bite for the track...
For now I'm just running the one piece rotors and Hawk HPS pads for the street. Hopefully in the next few months I'll be able to get out to a track day. When I do I'm going to swap out to one of the Hawk race compound pads for the track. Its too easy to swap these pads in and out to not have a dedicated set of track pads.
"Our aluminum center hat not only saves weight (around 3.5-6lbs lighter per rotor) over the OE counterpart"
Number of changes coming up. I will be switching out the upper I/C pipe for an ETS unit. Its powder coated black and has stock bov mounting. It was even in stock so a big
from me. I am also buying the maf pipe for recirc. ETS was nice enough to fab me up a 1G push flange so I can use my crushed 1G dv in the stock location. Again a big 
to ETS. I wanted to go back to recirc so this was a great option for me. I will try the 1G, stock IX, and also probably a Synapse DV. All three are suppose to be awesome street/road racing DV's. I will also be retuning to try and workout the rest of my gremlins. I will not quit until its perfect.
This was the one number I found. It feels much lighter than just 6# though.
"Our aluminum center hat not only saves weight (around 3.5-6lbs lighter per rotor) over the OE counterpart"
Number of changes coming up. I will be switching out the upper I/C pipe for an ETS unit. Its powder coated black and has stock bov mounting. It was even in stock so a big from me. I am also buying the maf pipe for recirc. ETS was nice enough to fab me up a 1G push flange so I can use my crushed 1G dv in the stock location. Again a big to ETS. I wanted to go back to recirc so this was a great option for me. I will try the 1G, stock IX, and also probably a Synapse DV. All three are suppose to be awesome street/road racing DV's. I will also be retuning to try and workout the rest of my gremlins. I will not quit until its perfect.
"Our aluminum center hat not only saves weight (around 3.5-6lbs lighter per rotor) over the OE counterpart"
Number of changes coming up. I will be switching out the upper I/C pipe for an ETS unit. Its powder coated black and has stock bov mounting. It was even in stock so a big
from me. I am also buying the maf pipe for recirc. ETS was nice enough to fab me up a 1G push flange so I can use my crushed 1G dv in the stock location. Again a big to ETS. I wanted to go back to recirc so this was a great option for me. I will try the 1G, stock IX, and also probably a Synapse DV. All three are suppose to be awesome street/road racing DV's. I will also be retuning to try and workout the rest of my gremlins. I will not quit until its perfect. Keep up the great work.Michael