Sup w/them 2026 Spring Projects?
has anyone used something like this? Won't show tire fitment but curious how accurate it is.
https://www.amazon.com/Atesilor-Wheel-Fitment-Tool-Materialand/dp/B0DLFD41YJ/
has anyone used something like this? Won't show tire fitment but curious how accurate it is.
has anyone used something like this? Won't show tire fitment but curious how accurate it is.
That's an interesting point. If I was primarily instrumenting the turbo then having pressure sensors at the inlet and outlet would be ideal.
I'm interested in EMAP for Speed Density tuning. Using manifold pressure and temperature is realistically fine. I'd like to experiment with using EMAP to calculate the pressure ratio across the engine for estimating load. Having EMAP logged is also helpful for knowing when you're asking too much from a small turbo.
In theory a tune that uses IMAP and EMAP to calculate pressure ratio would be much more forgiving of changes on the exhaust side: Driving to different altitudes (different atmospheric pressure at exhaust exit), swapping a catted DP for a test pipe on track days, or even changing turbos. The easy method of tuning with IMAP and MAT assumes that everything on the exhaust side remains constant, including atmospheric pressure.
I found some old conversations on another forum where someone logged EMAP from the EGR port as well as at another location closer to the turbo. His EMAP measurement from the EGR port was noisier as I expected. It also read a couple psi lower. Could be as simple as measurement error from different sensors, but now I'm wondering if there is some venturi effect due to the EGR inlet location. The difference looked small enough.
I'd be using an EMAP damper stuffed with steel wool to dampen some of the noise, like this:
I'm interested in EMAP for Speed Density tuning. Using manifold pressure and temperature is realistically fine. I'd like to experiment with using EMAP to calculate the pressure ratio across the engine for estimating load. Having EMAP logged is also helpful for knowing when you're asking too much from a small turbo.
In theory a tune that uses IMAP and EMAP to calculate pressure ratio would be much more forgiving of changes on the exhaust side: Driving to different altitudes (different atmospheric pressure at exhaust exit), swapping a catted DP for a test pipe on track days, or even changing turbos. The easy method of tuning with IMAP and MAT assumes that everything on the exhaust side remains constant, including atmospheric pressure.
I found some old conversations on another forum where someone logged EMAP from the EGR port as well as at another location closer to the turbo. His EMAP measurement from the EGR port was noisier as I expected. It also read a couple psi lower. Could be as simple as measurement error from different sensors, but now I'm wondering if there is some venturi effect due to the EGR inlet location. The difference looked small enough.
I'd be using an EMAP damper stuffed with steel wool to dampen some of the noise, like this:
I set this up in a v88 but never did anything with it.
Someone else should try it 🦝
mrfred and others discussed using EMAP for speed density patches a decade ago: https://www.evolutionm.net/forums/ec...lculation.html
Getting a good EMAP reading is part of the challenge. I picked up a Haltech which lets you average IMAP and EMAP readings across a configurable period. You can also add filter coefficients or a filter table based on RPM. Mechanically, EMAP sensors are connected through a long length of hose and an expansion/damper tank to average the pulses out.
Our twin-scroll setup adds another challenge because exhaust pulses are split. Maybe I'll try to get a look at the EMAP signal and try different averaging periods to see what it looks like.
Originally Posted by kyoo
well, 4th gear exploded while we were tuning the 71hta on e85, so i guess I'm gonna have to get a built 5 speed again...
If going to a 5 speed, Evo9 ratios plus a 1:1 straight cut 4th gear drive really well. Pick final drive based on your expected torque. Stock for <500ftlbs, 4.31 for 500-750ish ftlbs, 4.11 for everything else.
going to a 5spd, but staying final drive. just planning to stay around 400whp.
I just love the 6 speed. I've had the 5 speed, I've had the 5speed built with the "ultimate" gear ratios, but I just love the snick-snick feel of the 6. If PPG is still developing stuff for the Evo 9 MR, I want to give it a shot to support the development. I may buy a spare gear just to keep it on hand.
I just love the 6 speed. I've had the 5 speed, I've had the 5speed built with the "ultimate" gear ratios, but I just love the snick-snick feel of the 6. If PPG is still developing stuff for the Evo 9 MR, I want to give it a shot to support the development. I may buy a spare gear just to keep it on hand.
Originally Posted by Meathooker
I don’t think I’ve ever driven a 6 speed Evo (wexcept x shift and that doesn’t count) I always assumed they felt the same just one more gear. I’ll have to give it a try next time I come across one
I'm a little late to the buzz but have any of you guys used Valvoline restore & protect? even BITOG seems to be relatively impressed by the oil, but I'm still trying to scour the webs to see how this will work. Thinking of using it for my 280k mi Sequoia, maybe my new-to-me Veloster N also.
Also, most aftermarket bolt on brake kits should fit with the SSB uprights, right? I know I had to grind the bracket a little bit for the ap racing mounting bracket fitment but if the dimensions are designed to be bolt on to stock it should fit the SSB uprights, yes?
Evolving Member
Joined: Feb 2018
Posts: 297
Likes: 47
From: St. Petersburg, Florida
I'm a little late to the buzz but have any of you guys used Valvoline restore & protect? even BITOG seems to be relatively impressed by the oil, but I'm still trying to scour the webs to see how this will work. Thinking of using it for my 280k mi Sequoia, maybe my new-to-me Veloster N also.