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| RC Engineering’s injector flow bench helps blueprint injectors. New injectors are matched in sets for near equal flow. This really helps driveabitly and closed loop operation. |
The Virtual Dyno software developers have even designed correction factors to correct their output to match several popular models of dynos. We selected the Dynojet correction factor simply because this is the most common dyno. Working with Naji we have found that the road dyno software to be very repeatable to within 1-2 hp as long as we used the exact same controlled road area. The repeatability between runs is what is important for tuning.
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| Our first Looney Tuning session was to reestablish a baeline on the car. We got pretty decent results. |
For our first tuning session we removed our XS Engineering intercooler and had Naji retune our car. After looking at the boost logs, Naji felt that our car could benefit from more boost. The stock EVO uses restrictor pills to help control the rate of bleed of pressurized air that the boost control solenoid feeds to the wastegate can. Our car had the boost maxed out as our wastegate duty cycle table or WGDC table had 100% duty cycle in its high rpm cells. Naji gave us more headspace by installing a smaller orifice restrictor pill to reduce the flow of bleed air to the wastegate so that the wastegate duty cycle could command more boost with less duty cycle. After some runs, Naji had our car at 19 psi up from 17.5 and tuned our A/F ratio into the mid 11’s with maximum timing for near zero knock count. Our power increased from our baseline of 302 hp and 271 ft lbs of torque to 322 hp and 274 lb ft of torque, an impressive gain of 20 hp with a peak gain of 23 hp @ 7200 rpm. Not bad for just tuning.
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| Our sweet XS Engineering FMIC was discontinued after it was knocked off. We reinstalled it after re-baselining our car but we will be testing something else that is available later. |
Next we added a bunch of stuff. Normally we test one thing at a time but the EVO uses a sensitive Karman airflow meter. The Karman MAF beams an IR light source on a mirror mounted on a reed set in a tube that samples the airflow. Light is reflected by the mirror to a CDS cell. As the reed vibrates, the IR light flickers at the frequency of the vibration, the greater the flow, the higher the frequency of the flickering. This is how the ECU can read the airflow by frequency count. Unfortunately the MAF is very sensitive to minute changes in the intake tract and an EVO will often require retuning whenever stuff is changed. As we did not feel like having a tuning session for every part, we decided to do all of the changes between the intake and the engine in one swoop and tune only one time.
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| Samco on the top, stock on the bottom guess which one flows the best? |
