TTP Engineering- Evo X dyno tuning results thread
I'm not trying to knock the Z Chip in any way. It's good that there's another tuning option available and obviously it makes some really good power. But one thing I've noticed seeing Z Chip dyno graphs over an ECUtek graph is that the HP is usually higher than the torque. The ECUtek tunes are usually the other way around, with the torque being equal to or higher than HP.
I'm just curious, is there any reason for this?
I'm just curious, is there any reason for this?
Last edited by ScottSpeed21; Dec 23, 2008 at 03:19 PM.
Originally Posted by ScottSpeed21
I'm not trying to knock the Z Chip in any way. It's good that there's another tuning option available and obviously it makes some really good power. But one thing I've noticed seeing Z Chip dyno graphs over an ECUtek graph is that the HP is usually higher than the torque. The ECUtek tunes are usually the other way around, with the torque being equal to or higher than HP.
I'm just curious, is there any reason for this?
I'm just curious, is there any reason for this?
Keep it up!!!
Thread Starter
Account Disabled
iTrader: (465)
Joined: May 2005
Posts: 8,824
Likes: 2
From: Central FL
I'm not trying to knock the Z Chip in any way. It's good that there's another tuning option available and obviously it makes some really good power. But one thing I've noticed seeing Z Chip dyno graphs over an ECUtek graph is that the HP is usually higher than the torque. The ECUtek tunes are usually the other way around, with the torque being equal to or higher than HP.
I'm just curious, is there any reason for this?
I'm just curious, is there any reason for this?
We have some results from our own Evo X we worked with tonight. If tq is what you are looking for we have it. 400+ tq on a number of pulls, however settled on 367whp/380wtq on stock intake, bov and exhaust.
Thread Starter
Account Disabled
iTrader: (465)
Joined: May 2005
Posts: 8,824
Likes: 2
From: Central FL
TTP-Engineering Stock intake/BOV 366whp/380wtq!
So December is here and as most are out scurrying around for some last minute Christmas shopping (for your Evo) 
, we spent last night working with our shop Evo X for once.
We have not been a believer in many of the aftermarket parts available for the Evo X and it has been our forte to extract the most performance out of the least amount of parts as it has been on the Evo 8-9's over the last few years.
The way we are approaching the Evo X is no different. So... We went back to the dyno to do some more testing on some ideas we have come up with.
We have taken our near stock Evo X to the limits on the stock intake so far. We dynotested the stock blow off valve to its limits in our testing. From there we decided to crush the stock metal valve to increase the preload on the piston and spring within the valve. Our dynotesting has shown a 2-3 psi increase in peak boost with the crushed stock Evo X valve with no side effects at 26-28psi.
We are still using the STOCK intake and STOCK INTAKE filter. Stock fuel pump.
The parts we have tested so far are our TTP prototype downpipe and Forge uprated wastegate actuator.
The preliminary testing on the downpipe show 18whp gains at low boost and high boost has not yet been tested back to back at this time.
We will continue to work with our boost control as we are only seeing 16psi at redline with the current setup.
Here are the final numbers where we left off at 28psi tapering down to 16psi at redline.
Here are the numbers:
Here is the graph:
, we spent last night working with our shop Evo X for once.We have not been a believer in many of the aftermarket parts available for the Evo X and it has been our forte to extract the most performance out of the least amount of parts as it has been on the Evo 8-9's over the last few years.
The way we are approaching the Evo X is no different. So... We went back to the dyno to do some more testing on some ideas we have come up with.
We have taken our near stock Evo X to the limits on the stock intake so far. We dynotested the stock blow off valve to its limits in our testing. From there we decided to crush the stock metal valve to increase the preload on the piston and spring within the valve. Our dynotesting has shown a 2-3 psi increase in peak boost with the crushed stock Evo X valve with no side effects at 26-28psi.
We are still using the STOCK intake and STOCK INTAKE filter. Stock fuel pump.
The parts we have tested so far are our TTP prototype downpipe and Forge uprated wastegate actuator.
The preliminary testing on the downpipe show 18whp gains at low boost and high boost has not yet been tested back to back at this time.
We will continue to work with our boost control as we are only seeing 16psi at redline with the current setup.
Here are the final numbers where we left off at 28psi tapering down to 16psi at redline.
Here are the numbers:
Here is the graph:
What did you change on the car now? Can we has dynosheets? 
I liked how his ic pipes kept popping off. Scott kept giving the clamps a few twists as the smiles got bigger. Btw, quit laffing at my damn muffler (the cops dont look at me twice)! Nice job TTP. Now i need more "stuff".
...still recovering from my CO overdose
...still recovering from my CO overdose
Thread Starter
Account Disabled
iTrader: (465)
Joined: May 2005
Posts: 8,824
Likes: 2
From: Central FL
TTP Shopcar 377whp/406wtq! Stock Turbo!
So we spent Christmas Eve working on the shop X again after a number of hours the day prior testing a few hardware and electronics products. It got late and we ran into LIMP MODE a few times which was frustrating. This was only happening at very high boost levels.
We slept on it and came back in today prepared to put our thoughts together and implement our ideas.
We had some great success this afternoon and many of our ideas ended up working out, needless to say.
Manipulating boost, airfuel and timing further optimized the state of tune.
We also reached what we feel was the limit of the stock intake filter at 30psi. We will post another thread outlining back to back pulls with and without the stock filter in place. In a nutshell the results showed peak to peak gains of 12whp with an average of 8-10whp across the powerband.
THIS is the type of test we always wanted to complete with most intakes in the marketplace affecting boost and manipulating the airflow signal in order to make their claimed gains. Now we have results that will document a TUNED Evo X with and without a filter restriction at the same boost level and state of tune.
At lower boost levels, there will be proportionately less gains from an intake on the X.
Anyhow, we'll save that test info for another thread.
For now, here is the current state of tune of the 5sp GSR with LIMP MODE eliminated. Still on factory BOV and intake pipe, stock catback, stock FMIC, pipes and OEM BCS boost control.
We slept on it and came back in today prepared to put our thoughts together and implement our ideas.
We had some great success this afternoon and many of our ideas ended up working out, needless to say.
Manipulating boost, airfuel and timing further optimized the state of tune.
We also reached what we feel was the limit of the stock intake filter at 30psi. We will post another thread outlining back to back pulls with and without the stock filter in place. In a nutshell the results showed peak to peak gains of 12whp with an average of 8-10whp across the powerband.
THIS is the type of test we always wanted to complete with most intakes in the marketplace affecting boost and manipulating the airflow signal in order to make their claimed gains. Now we have results that will document a TUNED Evo X with and without a filter restriction at the same boost level and state of tune.
At lower boost levels, there will be proportionately less gains from an intake on the X.
Anyhow, we'll save that test info for another thread.
For now, here is the current state of tune of the 5sp GSR with LIMP MODE eliminated. Still on factory BOV and intake pipe, stock catback, stock FMIC, pipes and OEM BCS boost control.
