My Cusco pipe is only the induction pipe, the pipe that goes from the airbox to the turbo. I'm running Samco hoses and the stock upper I/C piping. But, then again, I've never had the stock hose blow-off, either.

If you're gonna keep your OEM hose for know, try this trick......................clean the surface of the throttle body w/ brake parts cleaner. Then spray hairspray on the inside of the hose. The hose will slip easily over the throttle body and once dry, acts as an adhesive. Hopefully it will keep your hose on long enough until you decide what you're gonna go with. Don't forget to use the hose clamps!

 

...as the Gubernator said: "Tanks for yua advice."

Did some checking and it looks like Samco will have to do the trick for now.

l8r)

 

Thanks to Everyone for making the Chicago event work out. Sorry about the issues with the Porsche Exchange, if we do this again I'll get the details in print up front - no more suprises.

 

erioshi,

Did you get a chance to sort out your car? Interested in reading results of those cams you have. Still have the rough idle? Does it still feel like it wants to die in transition from open loop to closed loop decel? Sort out cam timing? Any dyno graph? etc.... thanks.

 

mhgsx-

There are several good threads on the PO300 issue and a possible fix, it may be just a bad coincindence your car acted up after the dyno day.

DO NOT GET THE PO300 FIX FROM MITSU IF YOU INTEND TO GET YOUR ECU FLASHED. VERY BAD THINGS HAPPEN IF YOU GET FLASHED OVER THAT FIX.

I am still waiting for a call about my car as of this writing, yesterday did not yield any new info from the Mitsu dealer, nothing concrete anyway.

 

Just have a chance to sit down and read everybody comment on the event. Again thanks Shiv and Mike for putting up the event. I am very happy with my result, and the xflash challenge did convince me to join the vishnu camp. As for the porsche exchange issue, I know that they were hasseling us about fee issues but didn't they stick too there original agreed fees? I was charged the same agree upon fees. Anyway, I was very happy with the result, and hope Shiv can come back to do some more events.

 

Lemme know if you need a ride up there on Saturday. I don't think I'll re-dyno my car, since I've figured out what happened with the low readings ... but I'm hooking up with another Evo guy at AMS...

l8r)

 

And what happened?

 

I did some digging and came up with some info... To paraphrase what I wrote in gashero's other thread:

FWIW the dyno at the Porsche exchange was reading low, since they were using an SAE correction factor of 1.03. So basically the numbers we were getting are for all practical purposes uncorrected numbers. If you look at the dyno graphs in the DynoJet viewer, it will tell you the SAE correction factor and you can change back and forth between uncorrected and SAE corrected. (this is why I insisted on copying all our dyno runs off to a floppy)

I was really bummed out at first, since I put down SAE 316whp with a regular stage 1 in Colorado. Since then I've added HKS 272s, and then there's the lower altitude and 93 Octane to consider, so I was pretty excited to see what the car would do here in Chicago. Well, my first dyno pull at the Porsche Exchange was something like 285whp and I was like WTF?!?! The power and torque curves looked great, much better than before, but ... lower max power? It wasn't until I looked back at all my dyno charts on DynoJet's viewer software that I realized that the CO dyno was using a correction factor of 1.25. When I compared the uncorrected numbers from both dynos I was actually up by almost 40whp from my previous tune.

I also got some good info in another thread I started here: https://www.evolutionm.net/forums/sh...ad.php?t=91853

NEways, regardless of my dyno runs and using smoke and mirrors to make my numbers look good, I know my car is quite a bit faster now than it was before and that's all that matters. However it was a good lesson in how much readings will vary from one dyno to the next.

Unfortunately my Evo decided to blow the intake hose off the throttle body yesterday at full speed ... had to drop it off at the dealership here to have it checked out (it threw a CEL), which is where I'm heading right now to pick it up. BTW, thanks for the fitting, while the car was getting checked out I also had them install it, since an oil change was part of the maintenance.

l8r)

 

While my car was on the dyno, Shiv was able to get my AFRs fairly consistant across the board. I think he also returned my car's boost map to stock as a saftey measure in preperation for more tuning.

On Tuesday I spent about three hours on a Mustang dyno that is local to me (St. Paul) and walked and measured a whole range of cam gear settings. Prior to the dyno I had tested all of the settings I was going to try by hand for valve to valve and valve to piston clearence. For me that was basically setting the gears and turning the engine over slowly by hand with the plugs out and being careful about feeling for resistance.

Once I got to the dyno I walked the cams across a wide range of settings and ended up with my cams set to -4 degrees intake, +1 degrees exhaust. IT sounds like a crazy setting (experienced tuners feel free to make suggestions) but according to the dyno, those setting produced the best hp and torque and the smoothest curve. The difference from my initial settings was a gain of about 18 whp and 14 lbs of torque - but the gains really smoothed and widened the curve. Once the cam timing was set we tweaked the AFRs just a tiny bit, but only had time for two pulls to play with. My boost is still esentially stock for now. On the Chicago dyno, the new increase would push my car to about 300 whp and 293 torque - with essentially stock boost. It's a guess, but with some boost added back and a bit of work on ignition timing and AFRs, I think there is a bit more power available.

Today I was at the track at BIR (Brainerd, MN) with a local corvette club. I had an awsome time and the car was amazing! I spent the entire day running with the experienced group (the fast cars) and wasn't passed even once. It was a great (but odd) feeling to see C4s and C5s actually get smaller in my rearview mirror down the 5200' front straight. And running down the 'Vettes on the back side was a blast. I'm sure there were cars out there faster than me, I just didn't seem to bump into them. Even some of the race prepared 'Vettes were on my "passed" list.

The coolest car at the event was a Lamborghini Gallardo, which I was lucky enough to run down and pass .. twice. I even had a passenger each time. For a "casual" track day, that's my new high. It was an amazing car, but I could see the driver fighting with it in the turns. On the big straight it had more speed, but only very slightly. On the back side of the track, I owned it.

What is scary to me is that my car is much faster than I've been willing to drive it. I definitely need to become a better driver to get much more out the car.

Oh - Idle is much better with the new cam settings, but I still need to tweak the fuel and air settings a bit. For now the car no longer dies on decel, and even sounds reasonable. I'll try to fix the rest this coming weekend.

 

Thats some good stuff erioshi. Keep us posted on your findings..

 

what was the strongest dyno pull at the vishnu tuning day?

reason i'm asking is i heard from someone that there was a 598whp pull done.. but i thought that they probably got it mixed up with the week before when AMS tuned one of their customer's car... which had everything AMS has to offer done to it plus AEM...

 

You are thinking about the week before, per the dealer's statement.

 

Talked to Martin of AMS today about the Porsche Exchange facility. Martin states that the results are within 5% of other Dynojets he has tuned on, including his own with respect to two wheel runs.

Also attached is the weather data for the dyno date if anyone is interested in computing their own correction factor. Here is a link to a calculator that has been posted in the past when people considered the numbers to be too low,

http://home.austin.rr.com/turbolexus..._Dyno_Calc.htm

 

Well guys, all I can say is that it's over ... it's all over.

You know, I was really feeling pretty good about my Evo after the dyno day. Pulled harder than before, nice power up top with the 272's ..etc. ... etc. .. ad nauseum.

Then ... I had the good/mis-fortune of getting a ride in the AMS Evo this weekend and have been shown the error of my ways and the harsh reality of the fact that my Evo is nothing but a gnat in comparison - a tiny speck disappearing in the rear view mirror as Martin and Co. achieve escape velocity and go into LEO. Seriously, if you're in the Chicago area, beg, borrow, lie, cheat do whatever it takes to get a ride in that thing ... it is absolutely the sickest, fastest vehicle (of any kind) that I've ever been in/on. I try to make myself feel better by telling myself that my car is much more civilized and much more streetable ... but at the end of the day I am still left feeling like I am driving a slow a$$ POS.

l8r)