Looney Tuning
04-14-2009, 07:00 PM
This Evo X belongs to mondizzie_evo. Its only modification was an HKS drop-in filter. It also had the factory re-flash done, so it was not running as rich as the Evo X with a drop-in that I tuned before it. The car had 18,000 miles on it, so the engine was broken in and the car felt faster than the one I tuned before it. My Evo 9 felt the same way before and after it crossed the 15,000 mile mark.
The tune on this car went fairly quickly. We started logging at 10:30 and we were done by 1:30. We did about 12 WOT 4th gear log and then followed it with a WOT rowing through the gear log. I always do that on ECU boost tuned cars so I can gauge how boost behaves throughout the gears. So far the fastest and cleanest to shift through the gears was EvoJoe (aka methanol Joe) and the slowest/clumsiest…well I will keep this secret.
The logs in the charts below are all 4th gear back-to-back WOT runs. I love tuning in 4th gear because the ECU has enough time to collect a lot of data from the sensors which makes for accurate tuning. It is also the gear that is closest to 1:1 ratio. 4th logs do produce slightly lower dyno results, but I really could care less about that. I only care about the gains in the area under the curve.
Below is the boost chart from this Evo X. Average stock peak boost was 20.3-20.6 psi and redline average stock boost was a low 14.8 psi. Peak boost was higher: one log gave us 21.7 psi at peak and another gave us 15.4 psi. The tuned boost added an average of 1.9 psi at peak and 3.2 psi by redline. On one of the 4 runs boost hit a healthy 23.4 psi and held to an even healthier 19.10 psi to redline. I imagine that with a TBE, tp and intake the car’s boost by redline would hit 20-21 psi. IMO, this is the efficiency limit of the X turbo since it is smaller on the compressor side that the IX turbo.
http://www.sr20deracing.com/EVO/Armando/boost_b4_after.gif
The second chart is that of the AFR. At 3500 rpm the stock car goes into the 10:1 AFR, gets into 9:1 AFR from 4500 to 5000 rpm, and finally gets back into the 10:1 range from 5000 rpm to redline.
http://www.sr20deracing.com/EVO/Armando/afr_b4_after.gif
The tuned AFR was much better. The car was in the mid 11:1 AFR for most of the log except at tip-in where the AFR dipped slightly into the high 10:1. By redline the AFR was a near perfect 11:1 AFR.
The overlay below illustrates how the tune on this car changed. It includes the boost and AFR.
http://www.sr20deracing.com/EVO/Armando/chart.gif
Notice how the AFR is much leaner than stock at the low end and then gradually tapers down by redline. The boost under the curve is higher in the mid range to redline than it is at the early part of the rpm range.
The car responded very nicely to the tune that I gave it. Here is the power charts. As always, I averaged the last two stock power charts and the last two tuned power charts. I do that for consistency since these logs are done with road dyno.
http://www.sr20deracing.com/EVO/Armando/dyno_b4_after.gif
Most of the power gains came above 4500 rpm, though there were significant gains below 4000 rpm. The biggest power gains were as follows:
45 hp gain from 6000-7000 rpm
37 ft-lb gain from 6000-6500 rpm
The rest of the gains are noted on the chart.
The tune on this car went fairly quickly. We started logging at 10:30 and we were done by 1:30. We did about 12 WOT 4th gear log and then followed it with a WOT rowing through the gear log. I always do that on ECU boost tuned cars so I can gauge how boost behaves throughout the gears. So far the fastest and cleanest to shift through the gears was EvoJoe (aka methanol Joe) and the slowest/clumsiest…well I will keep this secret.
The logs in the charts below are all 4th gear back-to-back WOT runs. I love tuning in 4th gear because the ECU has enough time to collect a lot of data from the sensors which makes for accurate tuning. It is also the gear that is closest to 1:1 ratio. 4th logs do produce slightly lower dyno results, but I really could care less about that. I only care about the gains in the area under the curve.
Below is the boost chart from this Evo X. Average stock peak boost was 20.3-20.6 psi and redline average stock boost was a low 14.8 psi. Peak boost was higher: one log gave us 21.7 psi at peak and another gave us 15.4 psi. The tuned boost added an average of 1.9 psi at peak and 3.2 psi by redline. On one of the 4 runs boost hit a healthy 23.4 psi and held to an even healthier 19.10 psi to redline. I imagine that with a TBE, tp and intake the car’s boost by redline would hit 20-21 psi. IMO, this is the efficiency limit of the X turbo since it is smaller on the compressor side that the IX turbo.
http://www.sr20deracing.com/EVO/Armando/boost_b4_after.gif
The second chart is that of the AFR. At 3500 rpm the stock car goes into the 10:1 AFR, gets into 9:1 AFR from 4500 to 5000 rpm, and finally gets back into the 10:1 range from 5000 rpm to redline.
http://www.sr20deracing.com/EVO/Armando/afr_b4_after.gif
The tuned AFR was much better. The car was in the mid 11:1 AFR for most of the log except at tip-in where the AFR dipped slightly into the high 10:1. By redline the AFR was a near perfect 11:1 AFR.
The overlay below illustrates how the tune on this car changed. It includes the boost and AFR.
http://www.sr20deracing.com/EVO/Armando/chart.gif
Notice how the AFR is much leaner than stock at the low end and then gradually tapers down by redline. The boost under the curve is higher in the mid range to redline than it is at the early part of the rpm range.
The car responded very nicely to the tune that I gave it. Here is the power charts. As always, I averaged the last two stock power charts and the last two tuned power charts. I do that for consistency since these logs are done with road dyno.
http://www.sr20deracing.com/EVO/Armando/dyno_b4_after.gif
Most of the power gains came above 4500 rpm, though there were significant gains below 4000 rpm. The biggest power gains were as follows:
45 hp gain from 6000-7000 rpm
37 ft-lb gain from 6000-6500 rpm
The rest of the gains are noted on the chart.