so on a completely stock car, do you or do you not have to take out ANY restrictor pills?? not that its difficult, i just want to know. and if not, how does it control boost?

 

If you want to boost properly to 21.5psi, you have to remove the secondary pill.

 

I never removed any of the sort and my car boosts hard as hell and spins tires in 1st and shifting into second! CPA said that he talked to some tuners that said they dont recommend taking the second pill out. When I get my car pro tuned at AMS I have the second line and Ill see what they say. 28 psi on race gas here I come!

 

let us know what happens. I live like 30 min from AMS but I get all of my work done at One6 Motorsports. they are about 10 min from each other.

 

If you live 30 minutes from the best why dont you go there? I gotta drive an hour and a half to go to AMS and its oh so worth it! Im gettin my GSC s1's installed and gettin a pump gas tune and a 110 tune! Im on there waiting list because so many people wanna get there car dyno tuned there!

 

I don't get it.

On a Subaru the pill restricts airflow to the T, that goes to the WG and the EBCS. The smaller the hole in the pill the more boost you get, cause the EBCS can bleed off a higher percentage of air.

Why would removing a pill help you hit boost, from my experience it would make it harder to hit target boost.

Is the OEM boost control system different on an EVO? Routing of hose with pill different? Linky explaining this?

Thanks.

 

I've been going to One6 Since they opened like 6 years ago. Back when I had a civic si. They are awsome, and they have their own dyno and tuning. They also do a lot of evos and stis. I get better service there because I know the owner. I don't know anyone at AMS, and plus the wait time is like a fraction of the time because of how close AMS is.

What ever. It's all the same to me. I don't give a sh*t.

 

LETS CLEAR THIS UP.......

If you are running any of COBBS base maps and not using a MBC/EBC then COBB says you need to take out the secondary restrictor pill....but at this point in time you don't really have to do that either because COBB will supply you a new Boost Hose Line with the second pill out and the main pill re-drilled a new hole size that matches your elevation.....Every time COBB has said for their base maps you must do either of these methods to achieve their target boost levels they build into each map.

So far I have heard of no one that has loaded the AP and if not using a B/C achieve target boost levels w/o either removing the secondary pill or just replacing the line with a new COBB line with pill removed.

What I said before about leaving both pills in the line was in regards to getting PRO-TUNED......at that point it doesn't matter if you leave both pills in the line....most tuners (to my understanding) using the stock ECU to control boost leave both pills in the line...but both pills are re-sized.....just ask WORKS...

Hope this helps to clear up what my stupid a@$ said!!!

 

What I want to know is how the EVO's boost control system is laid out. Something must be different then Subaru's system, and I would just like to know what. Does it use a bleed system?

Funny you need different restrictor pills based on altitude. Maybe the EVO's ECU does not have any tables for WGDC changes based on outside air pressure. (Suby's have that, and while it is a pain to tune right, you can do it all with the ECU, there are all the tables to change boost targets and WGDCs based on air temp, air pressure, and other things.)

Just learning here.

 

The evo boost control system is load target based and the stock solenoid is a 2-port bleed type.

When upgrading the pill, you use a pill with a smaller hole in it at the the turbo side of the "T" and keep the stock solenoid side pill, This smooths out the "pulses" from the solenoid. The reason for this is the stock boost control tables run at 100% duty cycle and the boost is controlled via error correction and load target. It can't run any more boost because it is already at 100% duty cycle, in the perfect conditions.

The smaller pill opening acts as more of a restriction, which allows more boost for the same amount of duty cycle as before. This allows the duty cycles to be brought down in the boost control tables and offers custom boost curves and levels.

Boost regulation is done by the error correction table and boost load tables, and if tuned well and tight, does a pretty good job keeping the boost in check.

While using the stock "boost load" curve, which means the stock boost system follows a different load curve than fuel and timing, the evo system can change boost depending on temp, sometimes not for the better.

To make the Evo boost control system to more of a target boost system, like the Subarus, you need to upgrade to the JDM MAP sensor which is a 3bar atmospheric sensor, where the stock Evo MAP sensor is 1bar or so atmospheric. So it cannot use it for boost control.

The COBB AP currently does not support the JDM MAP Sensor.

 

A pill with a smaller hole, I get it now. Thanks.

I think I understand your description of two pills, it would be nice to see a picture though.

Keep bugging COBB I guess.

 

littlebluegt - This link might help

http://www.accessecu.com/accessport/evo/How%20Mitsubishi's%20Factory%20Boost%20Control%20S ystem%20Works%20v1.07.pdf

 

This link should be helpful = How Mitsubishi's Factory Boost Control System Works. This is an initial article we composed a while back to help others understand how the system works.

Take care,
Christian.

 

I get it.

One must remove the second pill. The second pill is there to reduce the amount of air the EBCS can bleed, which will only limit the amount of boost one can get.