Moore Automotive Evo X - EFR9180 Round 2 - 860/619 on E75
Nov 10, 2013, 10:13 PM
#1
Moore Automotive Evo X - EFR9180 Round 2 - 860/619 on E75
2008 Evo X GSR
Fuel: 93 Octane + Meth and E85 (tested to be E75) + Meth
Mods: Moore Automotive Built 2.2L (Manley 94mm Stroker Kit with Turbo Tuff Rods and ACL Bearings)
AMS TMP Cams
Kelford Valve Springs
Ferrea Intake Valves
SuperTech Inconel Exhaust Valves
Cosworth 1.3mm HeadGasket
ARP 625+ Head Studs
JDL built T4 Twin-Scroll Turbo Manifold
Borg Warner EFR9180 (T4 TS) Turbo
Tial MV-S Wastegates (open dump)
Moore Automotive Custom 3.5" Downpipe
4" Aluminum Exhaust
Moore Automotive 3.5" Intake, 2.5" UICP, 2.75" - 3" LICP
ETS 4" Intercooler
ID2000 Injectors
Walbro 450 Fuel Pump in stock tank feeding twin DW300 pumps in a Radium surge tank
Moore Automotive modified Fuel Pump Housing with -6AN outlet
-6AN Fuel Feed and Return Line
AMS Fuel Rail
Aeromotive Fuel Pressure Regulator
Snow Performance Direct Port Meth Injection Kit
Exedy Triple Disc Clutch
Jack's Built Transmission
OmniPower 4bar MAP sensor
SSP Titan Intake Manifold
Boomba 75mm Throttle Body
Driven Fabrications Catch Can
STOCK Sleeves and Head Ports
After the last time on the dyno I was running into fueling issues (maxing out the 1300's and single 450) and ignition cutting out at higher boost pressures. So I finally installed my fuel surge tank setup, which consists of a Radium surge tank, 2 DW300 pumps (hardwired), -6AN lines feeding and returning everything, and I switched from the FuelLab mini regulator to a full size Aeromotive unit. I still have the Walbro 450 in the stock tank feeding the surge tank. So far it's working out beautifully, no more fuel issues. For the ignition I had to gap the plugs down to .014" This is normally smaller than I like to go, but it was necessary for now. I have a set of Ignition Projects (Okada) coils and Plasma Lift ignition box on order, just waiting on them to get back from SEMA to build it. Hopefully then I can open the gap back up to get a better spark and maybe make a few more ponies.
Then I decided I needed a larger, lighter exhaust. So we took some 4" aluminum pipes and fabbed one up. I think the whole downpipe-back system weighs 10-12lbs with a muffler.
Then I got a call from Kris at SSP saying he wanted me to do some testing on the new Titan intake manifold since I expressed interest in it when it was being produced. So last week I got a box with a nice shiny manifold in it. I'll post some pics tomorrow when I upload them off my phone. I also paired it with a Boomba 75mm throttle body for the most flow possible. I'll go into further detail on this manifold later on when I get my other dyno sheets uploaded as well.
Enough talking though, here are the results as of now. I'm pretty sure I'm hitting the flow limit of the stock exhaust ports and possibly the turbine housing (it's only a 1.05) as I'm getting boost taper now. Peaking 44psi (don't mind the dyno boost numbers, the scaling is slightly off at this pressure), almost maxing out the Omni 4bar, tapering to 40. If this thing would hold 44psi to redline I'm pretty sure it would be over 900.
Really the only thing I can do power-wise now, without tearing the head off to port it, is the upgraded ignition. Hopefully I'll have that in a couple weeks and we'll see the results of that.
~Chris@MooreAutomotive
Tuner/Master Technician
Fuel: 93 Octane + Meth and E85 (tested to be E75) + Meth
Mods: Moore Automotive Built 2.2L (Manley 94mm Stroker Kit with Turbo Tuff Rods and ACL Bearings)
AMS TMP Cams
Kelford Valve Springs
Ferrea Intake Valves
SuperTech Inconel Exhaust Valves
Cosworth 1.3mm HeadGasket
ARP 625+ Head Studs
JDL built T4 Twin-Scroll Turbo Manifold
Borg Warner EFR9180 (T4 TS) Turbo
Tial MV-S Wastegates (open dump)
Moore Automotive Custom 3.5" Downpipe
4" Aluminum Exhaust
Moore Automotive 3.5" Intake, 2.5" UICP, 2.75" - 3" LICP
ETS 4" Intercooler
ID2000 Injectors
Walbro 450 Fuel Pump in stock tank feeding twin DW300 pumps in a Radium surge tank
Moore Automotive modified Fuel Pump Housing with -6AN outlet
-6AN Fuel Feed and Return Line
AMS Fuel Rail
Aeromotive Fuel Pressure Regulator
Snow Performance Direct Port Meth Injection Kit
Exedy Triple Disc Clutch
Jack's Built Transmission
OmniPower 4bar MAP sensor
SSP Titan Intake Manifold
Boomba 75mm Throttle Body
Driven Fabrications Catch Can
STOCK Sleeves and Head Ports
After the last time on the dyno I was running into fueling issues (maxing out the 1300's and single 450) and ignition cutting out at higher boost pressures. So I finally installed my fuel surge tank setup, which consists of a Radium surge tank, 2 DW300 pumps (hardwired), -6AN lines feeding and returning everything, and I switched from the FuelLab mini regulator to a full size Aeromotive unit. I still have the Walbro 450 in the stock tank feeding the surge tank. So far it's working out beautifully, no more fuel issues. For the ignition I had to gap the plugs down to .014" This is normally smaller than I like to go, but it was necessary for now. I have a set of Ignition Projects (Okada) coils and Plasma Lift ignition box on order, just waiting on them to get back from SEMA to build it. Hopefully then I can open the gap back up to get a better spark and maybe make a few more ponies.
Then I decided I needed a larger, lighter exhaust. So we took some 4" aluminum pipes and fabbed one up. I think the whole downpipe-back system weighs 10-12lbs with a muffler.
Then I got a call from Kris at SSP saying he wanted me to do some testing on the new Titan intake manifold since I expressed interest in it when it was being produced. So last week I got a box with a nice shiny manifold in it. I'll post some pics tomorrow when I upload them off my phone. I also paired it with a Boomba 75mm throttle body for the most flow possible. I'll go into further detail on this manifold later on when I get my other dyno sheets uploaded as well.
Enough talking though, here are the results as of now. I'm pretty sure I'm hitting the flow limit of the stock exhaust ports and possibly the turbine housing (it's only a 1.05) as I'm getting boost taper now. Peaking 44psi (don't mind the dyno boost numbers, the scaling is slightly off at this pressure), almost maxing out the Omni 4bar, tapering to 40. If this thing would hold 44psi to redline I'm pretty sure it would be over 900.
Really the only thing I can do power-wise now, without tearing the head off to port it, is the upgraded ignition. Hopefully I'll have that in a couple weeks and we'll see the results of that.
~Chris@MooreAutomotive
Tuner/Master Technician
Last edited by Moore Auto; Nov 11, 2013 at 06:17 PM.
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Nov 11, 2013, 06:30 PM
#10
Thanks guys!
mrfred - Yeah, I think the ported head alone might put it over the 900 mark. The exhaust side on these heads are so small.
I've had this turbo on for a few months, but haven't really pushed it til now. Transient response is amazing on the EFR turbos. Even on the 9180 it's just nuts for the size of the turbo, I'll have to do some logging on the road and post it.
~Chris@MooreAutomotive
Tuner/Master Technician
mrfred - Yeah, I think the ported head alone might put it over the 900 mark. The exhaust side on these heads are so small.
I've had this turbo on for a few months, but haven't really pushed it til now. Transient response is amazing on the EFR turbos. Even on the 9180 it's just nuts for the size of the turbo, I'll have to do some logging on the road and post it.
~Chris@MooreAutomotive
Tuner/Master Technician
