Well, after seven years with an evo & being on this forum, I figured it was about time that I started some kind of thread for the old turd. The first ten posts are some of the more relevant posts copied from another thread I have on a local forum.

In 2005, I was lucky enough to pick up a very clean, unmolested car with zero modifications & 8000 miles on the clock which has slowly evolved into what it is today. So far the car has been great fun & very responsive to any mods I’ve done thus far. At this point in time I’m only after a good, clean, moderately quick street car…who knows what the future will hold for it.

Current mod list:

Engine:
Comp 280 cams
FP beehive springs
Ferrea valves & guides
AEM cam gears
Buschur tbe
Ti-Tech O2 housing
Blox air filter
Blox 4" velocity stack
Custom 4" intake pipe
Buschur UICP
Turbo XS LICP
Turbo XS front mount intercooler
Tial 50mm BOV
Buschur mini battery tray
Odyssey PC-680
ARP head studs
Ported head
ported intake manifold
ported/coated exaust manifold
ported/coated evo IX turbo
Ti-Al turbine wheel/shaft
FP Flow Advancement Port cover
FP Compressor outlet pipe
Aquamist Pre/Post turbo Water Injection
Aquamist DDS3 triggering alt map failsafe
Walbro
JDM 3-bar MAP
MSD air temp sensor
GM 3-port boost solenoid
Self-tuned

Drivetrain:

Ingalls “stiffy”
AMS solid rear diff support bushings
Fidanza 4.3 clutch
Competition clutches 11 lb flywheel
Works 15% throw shifter
Works console shifter bushings
Works under hood shifter bushings
Works braided clutch line

Suspension Modifications:

Megan street coil overs
Whiteline roll center kit
Cusco rear tower bar with v-brace
Ferodo ds-2500 brake pads

Wheels/Tires:

Rota SVN 18 x 9
NT-05 265/35/18

Interior/Exterior:
Seat lowering brackets
MOMO shift knob
PLX wideband
Autometer boost gauge
Autometer oil press gauge
Autometer pyrometer
Gruppe -s gauge panel
Autometer dual a-pillar pod
APR front splitter

Day 1



2007?





How it sits today

 

In late 2008 I got tired of 91 octane and decided to do something about it. Since the closest e-85 is quite a ways away I decided to spray a 50/50 mix of meth/H2O.

I started with an SMC progressive injection kit that I bought from a local. Right off the bat the kit needed to be switched up a bit since I have a 2005 and the kit is for a 03-04 that fits under the hood. I installed the tank and pump in the trunk so all the wiring and high pressure line needed to be lengthened. There were a couple of things I didn’t like that needed taken care of. First, I did not like how the original wiring obtained its 12 volt supply so I added an AUX fuse box & used a relay to turn the system on. Second, this kit uses a check valve so I added an inline solenoid valve to prevent siphoning.

Even though the kit worked flawlessly after the initial install, I just didn’t feel comfortable running without a failsafe. I added in an Aquamist DDS3 which monitors flow and is tied into the ECU to switch maps, if flow goes outside the user set parameters it will drop the signal to the ECU and default to my 91 oct/20psi tune.

The kit I started with, minus the UICP


AUX fuse box


Meth switch box…altmap switch, DDS3, SMC

 

Moved up to an evo 9 turbo but slapping it on just isn’t my style. The turbo received a Ti-Al turbine wheel from a 6.5 tme turbo as well as some porting. The lightweight turbine provides extremely quick transient response & superb boost recovery during shifts; it was so quick the turbo surged a bit. Luckily FP has an anti-surge compressor cover for the stock turbo which works very well; it eliminated any surge and with a 4” intake it gave me about 20 hp more as well.

Now, I know this wasn’t the most cost effective route for a stock turbo but, I was curious how well it would perform & it doesn’t disappoint. On top of the price of the turbo I have about another $675 into it with the turbine & cover. I could have taken the easy route & paid a couple hundred more for an hta green but that is not the path I want to take…besides where is the fun in just slapping something on?






Thanks to 03whitegsr for welding up the intake pipe


Comparison FP vs. evo 9: Failsafe tune

 

Since I started spraying meth, I have burned out 4 ISCV's. After the last one burned out in early 2011 I decided to eliminate it by cutting off the lower portion of the TB which contain the ISCV & coolant passages. I opened the BISS then drilled & tapped a set screw to crack the throttle plate. The rest is done in ecuflash with the MAF Comp vs Coolant temp & warm up ignition tables.

Cold start is still a bit rough but, I'm getting real close to having a rock solid idle when dead cold.

 

Time to upgrade the W/M system

Current system:
SMC progressive pump controller
Devils Own 150psi Sureflow pump
Aquamist DDS3 flow monitor/failsafe
Aquamist inline solenoid
Devils Own check valve
Devils Own 10GPH jet
This is a boost based progressive pump speed (PPS) System, it basically steps up voltage to the pump in linearity with boost. The reality of this type of system is that it is not linear with boost, flow will increase rapidly at low to mid-range of the pumps DC% then leveling off to 100% DC, atomization below 25% DC is terrible, not to mention a **** poor dynamic range for the pump.
This system has served me well and is working just fine, however, I believe this only scratches the surface of what a W/I system can do.


The new system:
Aquamist DDS3
Aquamist Fast Acting Valve
Aquamist Inline valve
Boost pressure switch
Devils Own 150 psi pump

This is a pulse width modulated valve (PWM-V) system that will track fuel injector DC% and increase W/M flow linearly as FIDC rises. This is a true progressive system that will pulse a fast acting valves with a constant pump pressure. I plan on mounting one jet in the intake pipe before the compressor wheel and the second jet in the uicp just outside of the fmic(testing will determine jet sizes). I will have both stages wired so they can be operated independently or simultaneous operation, the main reason for this is testing as well as trouble shooting, after the testing is done they will be in simultaneous operation full time.

 

Well, I’ve been lagging this winter and haven’t really had time to do much with the car. So far I have the new system bench tested and mostly installed in the car. The price of parts for this little upgrade started to get out of hand so to cut cost down I have omitted a few things from the original plan, however, the basic function and end result will be the same.

Bench Test – Testing was done by spraying 100% water into a covered container and weighing the fluid in grams (1 gram = 1cc)
Test length – 60 sec
Battery V – 12.8
Pump PSI – 150
Pump free-flow – 1550 cc/min
Flow Sensor free-flow – 1200cc/min

Nozzle flow:

Devils Own (w/16 psi check valve):
7gph – 498cc/min (444cc/min)
10gph – 696cc/min (642cc/min)

AEM w/integrated 16psi check valve
small – 90cc/min
med – 264cc/min
large – 456cc/min


Combined flow:
DO 7gph (no c/v) + small – 594cc/min
+ AEM med – 798cc/min
+ AEM large – 930cc/min


DO 10gph (no c/v) + AEM small – 816cc/min
+ AEM med – 984cc/min
+ AEM large – 1098cc/min

Nozzle observation:
Both Devils Own nozzles produced a very fine mist throughout the cycle and flowed exactly what they are rated at. The medium and large AEM nozzles provided a good quality mist, but fall short of their flow ratings, not really a big deal as long as you know what they do flow. Lastly the small AEM nozzle did NOT produce a consistent mist accompanied by a thread sized stream for about 3 seconds after injection has stopped. I’m not sure if this is a trait of the smaller nozzles or specific to the AEM configuration, I plan on picking up a couple smaller nozzles from another manufacturer to see what their pattern looks like. When flowing primary and secondary nozzles simultaneously the spray patterns were unaffected and there was no pressure drop to speak of when kicking on the secondary nozzle.

Based on what I have found, it seems that the general consensus is that pre-turbo injection should be 2-3% of the max airflow the engine is using so I’ll use a 4gph nozzle pre-turbo and a 7gph nozzle post-turbo as a starting point for testing.

 

I kept the tank in the same location but needed to relocate the pump. Last year when the original Flowjet pump crapped out I replaced it with a more robust Sureflow pump. The size of the Flowjet made for a nice & neat install however, the Sureflow takes up much more room.

The old Flowjet assembly



Oh my, It’s so big




When I first installed the larger pump, I kind of just threw it in the corner of the trunk just to get it up and running. The pump now sits in the spare tire well out of sight and harm.




-06 feed with a 40 micron filter, the -04 line chases the fuel and brake lines to the front of the vehicle.





Up front is the flow sensor (left), PWM valve (bottom), an inline solenoid valve (top) and the post turbo nozzle. The PWM valve will be triggered at a set IDC and increase flow with IDC at a 1:1 rate feeding both pre & post-turbo nozzles. The pre-turbo nozzle valve will be triggered to open later off of a pressure switch.



Pre-turbo nozzle



Current engine shot




The brains of the system Is the DDS-3 junction box. This is a very versatile unit, not only does it have a great flow detection failsafe, it will allow you to build a complete PWM or on/off system around it. Also pictured is the ground block and relays, the wire that is coiled up is what will run to the ECU.



The DDS3 flow gauge is the upper left gauge.

 

Uh oh, jack stands...


Well, I blew the head gasket at the drag strip. This really didn’t come as a surprise to me as I’ve suspected a small leak in the gasket for quite some time. I got lucky really, coolant never made it to the crankcase and I was able to nurse it home without running too hot.

The head will receive new valves, guides, valve job & resurface.




Hmm, W/M injection & I still have pistons...that's not supposed to happen,is it?

 

While I’m waiting for my head to get back from the machine shop, I tested a couple more W/M jets. Both are Aquamist, one being a 0.6mm standard jet and the other is the new “DP” style jet in the 0.7mm size. The DP jet is the same as the standard jet only with an integrated check valve.

Flow testing under the same parameters as the previous on car test the 0.6mm jet flowed 256cc/min and the 0.7mm DP jet flowed 315cc/min. The spray pattern & atomization is far better than any of the jets I have previously run.

With that being said, I have tested jets from the major W/I manufacturers except Coolingmist which is very similar to the AEM. Based on what I have seen this is how I would rate the jets.

1 – Aquamist
2 – Devils Own
3 – AEM




0.7mm jet compared to the AEM which it will replace


Ready to install

 

Finally got everything done & have a running evo once again, just in time for winter hibernation.

Jensen gave the head a 3 angle valve job, pressed the new guides & a .0015 shave. The stock valves weigh in at 55g intake & 45g exhaust, the Ferrea valves come in at 50g each.




After cleaning up the Combustion chambers they come in at 46cc up from 45cc. I wish I would have cc’d them before any grinding took place.





A couple port shots



All the exhaust valves were toast, you could actually see daylight through them when fully seated. While the head was out I also did a minor touch up of the exhaust ports from the previous port job.

The new pre-compressor jet looks much better than the bulky AEM pos.


Maybe we’ll see a slight power gain as the result of all this, too bad all the 100* days are gone

 

car looks good

 

Damn I'm definitely in for the rest good stuff. That dyno should be reading quite a bit higher than it is for the mods you have.

 

wow

 

Thanks guys..

It would if I wasn't in Utah, we have a horrible climate for making power up here. I am at 4200' elevation, however, I have seen DA as high as 10,000'. Sea level would be one HUGE increase in power.

The car currently outputs 353 hp/383lb-ft on a Mustang dyno

 

Any idle issues being that you chopped off the bottom of the throttle body?
Is the IACV still hooked up at all?