Monday, June 28, 2010
EsRt2evo waited patiently to get his performance parts in and installed from ETS, AGP and Grimmspeed prior to the TTP Engineering Summer Dyno Day so he could get his 2008 Evo X GSR tuned in front of a crowd of excited event go-ers. The day finally came and he was able to get the rest of the ETS pipes installed on the car the night before the event as the first one up for tuning in the AM.
The car came in right on time and on the dyno it went, Zeitronix wideband sensor in the exhaust and ready for tuning. Car looked good and ready from the looks of it and we planned on getting right down to business. After the Grimmspeed 3 port was on and the baseline was laid down, we knew something was arye. With only 4-5psi on the logger, the car struggled to baseline 118whp.
A hookup of our boost leak tester located leaks at most of the couplers. Worried about over-tightening the t-bolt clamps and breaking them before the big day, EsRt2evo left them a little on the loose side. We were surprised the car made it here without event but nevertheless we were determined to get his car to 100% of its potential. Removing the front bumper allowed us access to all of the intercooler pipe connections where we realigned and tightened everything down. We decided to leave off the bumper to insure no other issues arose and continued on.
With the leaks fixed, we re-ran the baseline to a tune of 278whp/233tq @ 1.00%CF uncorrected on the Mustang Dyno. The new numbers with the turbo-back exhaust, AGP FMIC, ETS intake and pipes kit with recently installed Grimmspeed BCS now started to make sense.
With our tune loaded and perfected in the ECU with the 3 port boost control solenoid optimized for safe 93 octane pumpgas levels, the power output jumped to 334whp/308tq @ 1.00%CF uncorrected.
Wednesday, June 23, 2010
Marc came to us with his 2010 Evo X GSR with about 15k on the clock. In other words he loves to drive his Evo X as the 2010's haven't been out very long. Marc comes from a family of gearheads with a son who drives a Subaru STi and a wife with a Z06 Corvette. With his wife's vette outpowering his new car by far, it was time to begin bridging that power and torque gap.
Equipped with only a Cosworth drop in panel filter and a bit a nervousness about warranty voiding modifications, he made the trek to TTP-Engineering here in Orlando, FL nonetheless to get his Evo tuned.
With the baseline run completed with drop in Cosworth filter, the car put down a respectable 260whp/270tq @ 1.00%CF uncorrected on the Mustang Dyno AWD-500. Once we tuned the ECU to perfection on the oem twin boost solenoids, the power jumped to 300whp/307tq @ 1.00% with the solenoids maxed out and only achieving 23.5psi tapering down to about 16psi near redline. Not satisfied with the results and knowing there was more potential on the table we advised Marc that with the ability to control the boost a little better we should be able to squeeze out another 15whp or so conservatively. With the nod to proceed, we added a Forge UNOS mbc in stealth black to the car and recalibrated the boost level. With boost stable and optimized on the Forge and a few more tweaks, we were able to extract a final performance output of 322whp/317tq @ 1.00% uncorrected, gains of 62+whp and enough torque to break the tires loose.
Monday, June 21, 2010
When Bob needed a true expert in the Evo field to consult with and tune his new 2008 Evo X GSR he understood that finding one on every corner was not going to happen. Through our consistent history of cranking out Evo after Evo for as long as we have been doing it and with superb results, he knew he would need to take a road trip to come and see us here at TTP-Engineering in Orlando, FL. Through reading the results of a handful of our work spread throughout the forum, Bob had chosen to invest his time and money into having us tune his Evo X GSR. We appreciate him taking the trip in from St. Petersburg to come and have us go to work for him.
Bob brought with him his 4b11t equipped with K&N panel filter, Artisan single exit catback exhaust and testpipe as well as a superbly crafted custom upper intercooler pipe with some killer welds. Everything else remained stock. Out of stock of the 3port solenoids, we went to work maximizing what we could from the stock twin BCS units.
With the mods already installed and boost at 21-22psi peak on the stock tune, the car ran leaner than usual into the upper 10's from the intake and 3" turbo-back exhaust boosting power to 299whp/278tq @ 1.00%CF uncorrected. Once the baseline was laid, we moved onto our custom tuning session, maxing out the stock boost solenoids quickly. Once we reached about 326whp, we decided to modify the boost hoses to allow a little more signal to be removed from the wastegate and final numbers rested at 333whp/312tq @ 1.00CF uncorrected on the MD-AWD-500 dynamometer.
Wednesday, June 16, 2010
James was referred to us by another one of our happy customers from Southwest Florida. With a new 2010 Evo X MR straight off the showroom floor, he wasn't wasting any time getting down to business. By the time he clocked 1500 miles on the odometer he had already met with us to plan out Stage 1 of his new build and bump up the power and torque in his new car.
First order of business to discuss was the intake system for the 4b11. We recommended the lightweight aluminum intake and upper intercooler piping system in gloss black for his ride. The INJEN intake consisted of a hardpipe intake, conical intake filter and new MAF housing. INJEN intake systems are dyno tested at the factory.
Next up was how the intake charge was going to be cooled down before entering the engine. Taking into consideration the time constraints he had us working with (as he works out of town on the road much), he decided on the Perrin Performance front mount intercooler in black anodized finish for that stealth look. Measuring at 20.75" x 12.375" x 3.625, the FMIC fit in place with some breathing room to spare. I would have like to have used the ETS 4" core, however their turn times did not meet his objectives. Michael@ETS was however able to get us out their LICP kit in gloss black powdercoated which got to us just in time for the installations.
Along with the Perrin Performance FMIC, James also opted for the Megan tubular O2 housing as well as the Perrin downpipe and integrated catalytic converter which came all in one piece. This unit replaced both the stock cat as well as the oem downpipe. The finish was very nice. It came with provisions for both front and rear O2 sensors. We tig welded in a third ss bung for use with the DASHDAQ + ZEITRONIX wideband we integrated into the car complete with touchscreen LCD display. When we were adding the third 02 and welding the pipe, the tig puddle was very nice, clean and controllable which represented the high quality of the metal and superb finish of the downpipe. The catback selected was a twin exit stealth black vband unit from Perrin also.
The catback pictured above did not include tailpipe silencers like some of the others, however we didn't really see a need for them in this case. The fitment of the catback system was nice with the vband clamps which allows for adjustibility. The downpipe flanges could have been aligned better as the front O2 sensor was a bit close to the undercarriage and heat shield.
With the stealth FMIC on the car, one would really need to know what they were looking for to even see the blacked out charge cooler. This was one of his goals from the start though.
One of the things strange about many of these upper intercooler pipe and/or intake kits is the lack of a matching pipe from the upper intercooler pipe to the fmic inlet itself. Many of these kits leave the last 90 degree bend stock which from a performance standpoint means nothing as its already a mandrel bent lightweight aluminum pipe, however when you have a polished or glass black upper intercooler pipe and a plain Jane elbow there is looks like something is missing. In this case we took it upon ourselves to paint that last elbow to give the kit a completed and flowing look.
I regret not taking more pics of the DashDaq+Zeitronix wideband which was a killer setup. It will read AFR, TPS, RPM. Boost, Ignition Timing, and about 40 other parameters all through an LCD touchscreen interface. What I did take a pic of was the EGT probe we installed in runner number two. This EGT probe feeds the zeitronix wideband computer to give it the exhaust gas temperature reading to display and datalog.
Finally we got done. Lastly after everything was said and done, we threw a tactrix 3port boost solenoid into the mix so we could more precisely control boost and threw it on the dyno. Turning down the boost on the new solenoid programming to get a makeshift baseline at 17psi with the new mods (mainly as not to overboost on the first pull with the new solenoid), the 2010 MR put down about 208whp/205tq @ 1.00%CF uncorrected MD numbers. With the MIVEC intake and exhaust cam timing programmed, AFR and boost optimized, new redline set, performance hampering code disabled from the ECU, the MR sprung to life with a peak of 317.5whp/310tq @ 1.00CF% uncorrected Mustang Dyno numbers.