,
I made a quick mid-day run over to my friend's shop and grabbed a new (used) CAS to see if it would help solve the issue.
Unfortunately, it wasn't looking promising but we gave it a go anyway. We installed the new CAS making sure not to put it in 180 degrees out. 
With the new CAS, we were finally able to get the base timing to the correct place. However, we were having difficulties obtaining and holding boost. After doing a quick run through of all the hoses and vacuum lines, we were finally able to get the boost to peak at 10 psi. Unfortunately, the boost would rapidly fall to 8 psi, far below what our native boost should have been.Later I will be running a boost control solenoid to give us the ability to raise to boost pressure above the native wastegate pressure and into the area where the Turbonetics TNX 20 turbo actually starts to work well. Another issue was that our intake air temperature post intercooler was unusually high indicating a very restrictive intercooler which we will also be correcting.
If you look at the dyno sheet here, I ended up only making around 200 WHP, which is not even 30 WHP up from the baseline. We knew something was up deep inside the engine since we had the put many upgraded parts, including my Turbonetics TNX 20 turbo, JWT Cams and Greddy intake manifold.
In case you forgot how the baseline session went, these are the numbers I made with a blown turbo gasket and massive exhaust leak.Rest assured that these are not the final numbers for the dyno. If you recall, we made a baseline run at around 177 whp. The 23 whp gain is much lower than we anticipated, but there's a reason for that.
Although the dyno session didn't end ideally, I was still determined to show face at the competition and give it an honest shot. The next day, I ran into some engine troubles after testing the car and we are now rebuilding the engine (not a big surprise to those who follow me on social media).
While I was out practicing during round one of Top Drift, my dip stick had popped out at some point mid-drift and I had lost a bunch of oil. There was some ticking in the head and I decided to call it. I'm glad I made that decision because we conducted a leak down test a few days later and it turns out both cylinders 3 and 4 were down over 25-30%. I feel very lucky that we caught my dying engine in time and it explains the poor numbers and issues I ran into with my latest dyno session. At least now I can have the peace of mind that comes from knowing I'll have a reliable drift car moving forward.
This entire experience has been a huge learning experience for me. In the drift world, it's pretty common to do things half-assed and cut corners. After being around MotoIQ for some time, I've been learning the value of research and preparedness. I must say that most of this crappy “luck” I've had with this car has been due to just a proper lack of time investment and preparation.
So here's my PSA – don't do what I did (As my dad says, “Do as I say, not as I do”). Sensei Kojima is always telling me that I'm stubborn and learn the hard way. I took matters into my own hands with this one in an attempt to prove that I could get stuff done, and well, the proof is in the pudding. I am now humbled and will do things in true MotoIQ fashion moving forward – Scout's Honor!
For those of you following along on the progress of this car, you're in luck! An unexpected engine building series is now in order. Once all that is said and done, I can't wait to show you what we can really do with the AEM Infinity PNP EMS! Stay tuned.
Sources
