Case Study # 382 - AVCR EBC on a IX - rpm dependant boost adjustment pays off
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From: 2003 Evo VIII - Silver
Case Study # 382 - AVCR EBC on a IX - rpm dependant boost adjustment pays off
A recent thread rasied the question of AVCR and the typical boost taper on Evo IX's with a MBC (usually falling down well below 20 psi)
Today we got in a IX with a AVCR and I was able to take some measurements as far as how adjusting the wastegate solinoid duty cycle can effect the boost taper we see with MBC's
This car had
BR Intake
BR fmic
3" Exhuast w/ high flow cat
Walbro fuel pump
AVCR EBC
Custom Dyno Flash Tune
The fuel was a mix with effective 96 octane which the customer intends to use every day
We can see that with the high flow cat peak numbers are nopt as high as with some other recent Stage I or II IX Evos - however thye shape of the curve is improved and thye boost remains more stable and it does not taper as much
This compares a IX I did last week with alcky and Stage II which was making more peak boost with a Hallman MBC but which was tapering down lower to the end of the pull
We can see that the AVCR car set boost dependant on RPM and allows more ability to reduce boost taper than a traditional MBC.
It should be noted that forcing the turbo to work very hard to hold the boost pressure higher by jacking up the wastegate solinoid duty cycle results in a significant increase in back pressure and usually requires significant adjustments in tuning settings to avoid detonation due to greater thermal load and poor cylinder evactuation between combustion cycles
Additionally, greater forces applied to the turbo may shorten life span by a unknown degree
That said we can see that a rpm based duty cycle feature on your form of boost control can really smooth out the IX power band
Some boost controllers which have this feature are
World Electronics Pro
AVCR
Turbo XS Dtec
E Boost 2
Al
Today we got in a IX with a AVCR and I was able to take some measurements as far as how adjusting the wastegate solinoid duty cycle can effect the boost taper we see with MBC's
This car had
BR Intake
BR fmic
3" Exhuast w/ high flow cat
Walbro fuel pump
AVCR EBC
Custom Dyno Flash Tune
The fuel was a mix with effective 96 octane which the customer intends to use every day
We can see that with the high flow cat peak numbers are nopt as high as with some other recent Stage I or II IX Evos - however thye shape of the curve is improved and thye boost remains more stable and it does not taper as much
This compares a IX I did last week with alcky and Stage II which was making more peak boost with a Hallman MBC but which was tapering down lower to the end of the pull
We can see that the AVCR car set boost dependant on RPM and allows more ability to reduce boost taper than a traditional MBC.
It should be noted that forcing the turbo to work very hard to hold the boost pressure higher by jacking up the wastegate solinoid duty cycle results in a significant increase in back pressure and usually requires significant adjustments in tuning settings to avoid detonation due to greater thermal load and poor cylinder evactuation between combustion cycles
Additionally, greater forces applied to the turbo may shorten life span by a unknown degree
That said we can see that a rpm based duty cycle feature on your form of boost control can really smooth out the IX power band
Some boost controllers which have this feature are
World Electronics Pro
AVCR
Turbo XS Dtec
E Boost 2
Al
Thanks for posting this! Now people will get to see why the AVC-R is such an awesome boost controller. I have been using an AVC-R since '00 and I love this controller with a passion. Once you take the time to learn all of it's functions the AVC-R becomes a lethal weapon!
Hey Al,
That is pretty interesting. I would have thought the AVCR would have been able to hold the boost solid with the RPM solenoid adjustment.
Wouldnt it be nice if you could run 21.5 psi FLATLINE (NO taper at all) or even taper it UP. All the way from 3500 RPM to 7850 RPM. That would make more peak power than either one of those cars, right? The torque peak would be lower, but the HP would be better.
I have found a way to do that. At least on 3 cars that we have tried it on. They all had Evo 9 WR turbos. (Same as 20G-9-5, except the WR-9 has the TME internals).
We were able to hold 27 psi (from 3500 RPM to 7700 RPM) with a Evo 9 White Rabbit turbo, with our new boost controller and special settings. Thats right no taper at all.
On low boost we can hold 22 psi flat or run it at 20 psi down low and taper it up to 22 psi at 8000 RPM. Before with the Profec B we were having to spike to 33 or 34 psi just to get it to hold 25.5 PSI at 7500 RPM.
We are going to try it on a stock 05 turbo car with cams and 3"TBE and FMIC, to see how high a boost we can run with it and keep the boost FLATLINED to 7700 RPM. I know 22 psi is doable, but we are hoping for 24 to 26 psi.
We will have more info and testing shortly as well as a video to show the boost holding capacity of our new setup.
Brian
That is pretty interesting. I would have thought the AVCR would have been able to hold the boost solid with the RPM solenoid adjustment.
Wouldnt it be nice if you could run 21.5 psi FLATLINE (NO taper at all) or even taper it UP. All the way from 3500 RPM to 7850 RPM. That would make more peak power than either one of those cars, right? The torque peak would be lower, but the HP would be better.
I have found a way to do that. At least on 3 cars that we have tried it on. They all had Evo 9 WR turbos. (Same as 20G-9-5, except the WR-9 has the TME internals).
We were able to hold 27 psi (from 3500 RPM to 7700 RPM) with a Evo 9 White Rabbit turbo, with our new boost controller and special settings. Thats right no taper at all.
On low boost we can hold 22 psi flat or run it at 20 psi down low and taper it up to 22 psi at 8000 RPM. Before with the Profec B we were having to spike to 33 or 34 psi just to get it to hold 25.5 PSI at 7500 RPM.
We are going to try it on a stock 05 turbo car with cams and 3"TBE and FMIC, to see how high a boost we can run with it and keep the boost FLATLINED to 7700 RPM. I know 22 psi is doable, but we are hoping for 24 to 26 psi.
We will have more info and testing shortly as well as a video to show the boost holding capacity of our new setup.
Brian
The AVCR in a fine product. It may take more money than a MBC to get this kind of boost results especially eliminating taper. Taper on the EVO is life but, You don't have to live with it. Turbodawg may have something. NC residents don't have far to go for this exitement.
Hey Al,
That is pretty interesting. I would have thought the AVCR would have been able to hold the boost solid with the RPM solenoid adjustment.
Wouldnt it be nice if you could run 21.5 psi FLATLINE (NO taper at all) or even taper it UP. All the way from 3500 RPM to 7850 RPM. That would make more peak power than either one of those cars, right? The torque peak would be lower, but the HP would be better.
I have found a way to do that. At least on 3 cars that we have tried it on. They all had Evo 9 WR turbos. (Same as 20G-9-5, except the WR-9 has the TME internals).
We were able to hold 27 psi (from 3500 RPM to 7700 RPM) with a Evo 9 White Rabbit turbo, with our new boost controller and special settings. Thats right no taper at all.
On low boost we can hold 22 psi flat or run it at 20 psi down low and taper it up to 22 psi at 8000 RPM. Before with the Profec B we were having to spike to 33 or 34 psi just to get it to hold 25.5 PSI at 7500 RPM.
We are going to try it on a stock 05 turbo car with cams and 3"TBE and FMIC, to see how high a boost we can run with it and keep the boost FLATLINED to 7700 RPM. I know 22 psi is doable, but we are hoping for 24 to 26 psi.
We will have more info and testing shortly as well as a video to show the boost holding capacity of our new setup.
Brian
That is pretty interesting. I would have thought the AVCR would have been able to hold the boost solid with the RPM solenoid adjustment.
Wouldnt it be nice if you could run 21.5 psi FLATLINE (NO taper at all) or even taper it UP. All the way from 3500 RPM to 7850 RPM. That would make more peak power than either one of those cars, right? The torque peak would be lower, but the HP would be better.
I have found a way to do that. At least on 3 cars that we have tried it on. They all had Evo 9 WR turbos. (Same as 20G-9-5, except the WR-9 has the TME internals).
We were able to hold 27 psi (from 3500 RPM to 7700 RPM) with a Evo 9 White Rabbit turbo, with our new boost controller and special settings. Thats right no taper at all.
On low boost we can hold 22 psi flat or run it at 20 psi down low and taper it up to 22 psi at 8000 RPM. Before with the Profec B we were having to spike to 33 or 34 psi just to get it to hold 25.5 PSI at 7500 RPM.
We are going to try it on a stock 05 turbo car with cams and 3"TBE and FMIC, to see how high a boost we can run with it and keep the boost FLATLINED to 7700 RPM. I know 22 psi is doable, but we are hoping for 24 to 26 psi.
We will have more info and testing shortly as well as a video to show the boost holding capacity of our new setup.
Brian
Can wait for your feedback... Even 22psi is enough at 7700rpm!!! 
My IX as most of the Stage 1 IXs drop to less than 18psi at over 7000rpm. Imagine holding 4psi more!
My IX as most of the Stage 1 IXs drop to less than 18psi at over 7000rpm. Imagine holding 4psi more!
Hey Al,
That is pretty interesting. I would have thought the AVCR would have been able to hold the boost solid with the RPM solenoid adjustment.
Wouldnt it be nice if you could run 21.5 psi FLATLINE (NO taper at all) or even taper it UP. All the way from 3500 RPM to 7850 RPM. That would make more peak power than either one of those cars, right? The torque peak would be lower, but the HP would be better.
I have found a way to do that. At least on 3 cars that we have tried it on. They all had Evo 9 WR turbos. (Same as 20G-9-5, except the WR-9 has the TME internals).
We were able to hold 27 psi (from 3500 RPM to 7700 RPM) with a Evo 9 White Rabbit turbo, with our new boost controller and special settings. Thats right no taper at all.
On low boost we can hold 22 psi flat or run it at 20 psi down low and taper it up to 22 psi at 8000 RPM. Before with the Profec B we were having to spike to 33 or 34 psi just to get it to hold 25.5 PSI at 7500 RPM.
We are going to try it on a stock 05 turbo car with cams and 3"TBE and FMIC, to see how high a boost we can run with it and keep the boost FLATLINED to 7700 RPM. I know 22 psi is doable, but we are hoping for 24 to 26 psi.
We will have more info and testing shortly as well as a video to show the boost holding capacity of our new setup.
Brian
That is pretty interesting. I would have thought the AVCR would have been able to hold the boost solid with the RPM solenoid adjustment.
Wouldnt it be nice if you could run 21.5 psi FLATLINE (NO taper at all) or even taper it UP. All the way from 3500 RPM to 7850 RPM. That would make more peak power than either one of those cars, right? The torque peak would be lower, but the HP would be better.
I have found a way to do that. At least on 3 cars that we have tried it on. They all had Evo 9 WR turbos. (Same as 20G-9-5, except the WR-9 has the TME internals).
We were able to hold 27 psi (from 3500 RPM to 7700 RPM) with a Evo 9 White Rabbit turbo, with our new boost controller and special settings. Thats right no taper at all.
On low boost we can hold 22 psi flat or run it at 20 psi down low and taper it up to 22 psi at 8000 RPM. Before with the Profec B we were having to spike to 33 or 34 psi just to get it to hold 25.5 PSI at 7500 RPM.
We are going to try it on a stock 05 turbo car with cams and 3"TBE and FMIC, to see how high a boost we can run with it and keep the boost FLATLINED to 7700 RPM. I know 22 psi is doable, but we are hoping for 24 to 26 psi.
We will have more info and testing shortly as well as a video to show the boost holding capacity of our new setup.
Brian
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It should be noted that forcing the turbo to work very hard to hold the boost pressure higher by jacking up the wastegate solinoid duty cycle results in a significant increase in back pressure and usually requires significant adjustments in tuning settings to avoid detonation due to greater thermal load and poor cylinder evactuation between combustion cycles
It should be noted that forcing the turbo to work very hard to hold the boost pressure higher by jacking up the wastegate solinoid duty cycle results in a significant increase in back pressure and usually requires significant adjustments in tuning settings to avoid detonation due to greater thermal load and poor cylinder evactuation between combustion cycles
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