I just got my EVC 5 (EVC 6 in US) & Defi Boost Gauge installed. I was planning on doing it myself but the shop (not Monster Motor Sports) installed them both for just $100 USD since this was their first Evo X install (grand total was $900 USD parts & labor).

First of all stock boost was about 1.2 kg/cm2 average, at times it would shoot up to about 1.6 kg/cm2 (driving up hill in 4th gear, 5000 rpm) and it would drop to about 0.8 kg/cm2 at high rpms. After installing the EVC, the initial boost only went up to about 0.9 kg/cm2. I configured the EVC's Mode A to 1.2 kg/cm2 and Mode B to 1.4 kg/cm2.

When I first test drove it the boost shot to about 1.3k in Mode A and about 1.6kg in Mode B. I reconfigured it and now it is stable at 1.2 & 1.4k. So far I haven't seen the boost drop below 1.1k in either modes so the higher RPMs feel alot better than before :thumbup:

Monster Sports needs to hurry up, I can't wait to get my ECU reflash, exhaust, and intake system next!

very nice!!!

:) when are you planning the re-flash and exhaust?

:) when are you planning the re-flash and exhaust?

Reflash will be sometime in April when Monster Motor Sports finishes it. The exhaust will come as soon as a company starts selling a nice exhaust system. Currently HKS is the only company that is selling one but it is ONLY the muffler. I want one with at least the center piping.

looks good!

I just got my EVC 5 (EVC 6 in US) & Defi Boost Gauge installed. I was planning on doing it myself but the shop (not Monster Motor Sports) installed them both for just $100 USD since this was their first Evo X install (grand total was $900 USD parts & labor).

First of all stock boost was about 1.2 kg/cm2 average, at times it would shoot up to about 1.6 kg/cm2 (driving up hill in 4th gear, 5000 rpm) and it would drop to about 0.8 kg/cm2 at high rpms. After installing the EVC, the initial boost only went up to about 0.9 kg/cm2. I configured the EVC's Mode A to 1.2 kg/cm2 and Mode B to 1.4 kg/cm2.

When I first test drove it the boost shot to about 1.3k in Mode A and about 1.6kg in Mode B. I reconfigured it and now it is stable at 1.2 & 1.4k. So far I haven't seen the boost drop below 1.1k in either modes so the higher RPMs feel alot better than before :thumbup:

Monster Sports needs to hurry up, I can't wait to get my ECU reflash, exhaust, and intake system next!

Wow...1.6 kg/cm2 while running towards a rail seems like fun times...jk..great job.

Interesting that the boost still falls off, this goes along with everyone opinion that the turbo is slighly small, thus running out of breath at the end of the rpm band.

That looks damn good. I hope they make A-Pillar Gauge Pods.

looks pretty good man keep us posted on that reflash and the upcoming things for you car.

Wow...1.6 kg/cm2 while running towards a rail seems like fun times...jk..great job.

Interesting that the boost still falls off, this goes along with everyone opinion that the turbo is slighly small, thus running out of breath at the end of the rpm band.

hmmm... can the housing suppost a larger turbine?

very nice to hear!

Very nice! Can you post your EVC settings here for us?

very nice SiC....i love the whole set up....keep it coming....:+1:

Very nice! Can you post your EVC settings here for us?
Data as requested:
Pressure Unit of Measure: kPa
Standard Maximum Boost Setting: 90kPa (this is all it went up to with the EVC installed)
Target Boost: 120kPa
Correction Coefficient: 100%
Mode A: 130kPa (as of today after reading the AGP thread)
Mode B: 150kPa "
Offset A: 98%
Offset B: 95%
Warning Boost: 165kPa
Drop Boost: 20kPa
Map Function: 6 throttle and speed (wanted RPM instead of speed but the shop said they could only get readings that represent a 2 cylinder engine and the EVC doesn't support it:()
Speed Axis Grid: 4
RPM Axis: Not set
Throttle Axis: 4
Boost Map Correction: None
Offset Map: Not set yet (maybe this can help a little with the boost drop?)
Speed Pulse: 4
Throttle-Off Voltage: .65v
Full Throttle Voltage: 4.43v
Sampling Rate: 4 default (maybe this can help a little with the boost drop?)

I'm still playing with the settings, I'll post my settings as I test them out.

Is the evc just an electronic boost controller? Does is have any other functions? Is it like a piggy back? I have a lot of experience with reflash software and a bit with piggy backs (don't like 'em), but I've never worked with the evc or done any research about it. Also, in my experience, at least with the subarus, once the car is reflashed there has never seemed to be any need for a manual boost controller or an electronic one for that matter, because the wastegate duty cycle mapping takes care of the boost increase and taper characteristics. Also, it's always been my experience that boost controllers, manual bleed-pill type or electronic, are not safe for anything beyond small boost increases as it can lean the fuel mixture out quite a bit and the timing can become too aggressive. I mean, when making adjustments to the ecu, when the boost is increased, the timing usually has to be adjusted, usually retarded, to give the right balance and prevent knock. This is correct, is it not? Also, if the boost is increased manually with a bleed pill type, like a hallman, the ecu won't know that the car is running more boost, so would this affect the compensation tables for pulling timing if the weather is hot, fuel is bad, etc.?

The EVC is basically an electronic valve (wastegate) controller. It can control the amount of pressure that is sent to the wastegate. It can actually open the wastegate quicker than stock (drop boost) or bleed off for higher boost.
In the case of the EvoX, the stock boost ranges from 90kPa to about 150kPa (on spike) on the JDM. The standard or average boost is suppose to be about 120kPa. Lets say you want to raise your boost to about 165kPa. If you were to do this with a standard bleeder type controller you will more than likely spike beyone 170kPa which is the fuel cut pressure on the JDM. If you have an EVC you can raise the boost to 165kPa without it spiking, thus preventing the fuel cut.
The EVC is also suppose to prevent boost drops and stabilize boost (not completely successful for me). You can also set boost according to RPM, Speed, and throttle position.
There is also a feature that I don't really use called SBC (scramble boost controller). This is a feature to raise the boost for a certain period of time, such as raising it 20kPa for 15 seconds by hitting the SBC button.

When installing an EVC, you do not bypass any factory pressure sensors or knock sensors so your ECU will still know the boost and adjust the timing or fuel accordingly (although not the best MAP). You are only bleeding the pressure going to the actual wastegate with the EVC, not the pressure sensor.

Oh, just in case you want to know how the hell it can actually lower the boost, this is how it works.

On vehicles such as the Evo X, there is a factory solenoid between the wastegate actuator & turbine compressor. The ECU regulates the amount of pressure sent to the actuator by using this solenoid and controls the boost. When you reflash your ECU this solenoid only opens at the specified boost of your reflash. Now if you bypass this this solenoid the boost will actually drop, on the Evo X it will drop to about 90kPa.

Now if you install the EVC, you bypass the factory solenoid and replace it with the EVC solenoid. The EVC solenoid can open or close in finer increments and move quicker than the stock solenoid by using it's "stepping motor". If you like, you can set the EVC to open up allowing the pressure to flow to the actuator without any regulation. So in the case of the Evo X, you can open the actuator at 90kPa, which is lower than the stock boost. Hope that clears up your questions about the EVC. ;)

Drop Boost: 20kPa

Does this mean that once the warning boost level is reached, it will drop 20kpa?

Map Function: 6 throttle and speed (wanted RPM instead of speed but the shop said they could only get readings that represent a 2 cylinder engine and the EVC doesn't support it:()

So your RPMs will be cut in half then...if that's the case, tell the device that it's a v8, and you'll fix the issue.

Thanks for the info, SiC!

Oh, just in case you want to know how the hell it can actually lower the boost, this is how it works.

On vehicles such as the Evo X, there is a factory solenoid between the wastegate actuator & turbine compressor. The ECU regulates the amount of pressure sent to the actuator by using this solenoid and controls the boost. When you reflash your ECU this solenoid only opens at the specified boost of your reflash. Now if you bypass this this solenoid the boost will actually drop, on the Evo X it will drop to about 90kPa.

Now if you install the EVC, you bypass the factory solenoid and replace it with the EVC solenoid. The EVC solenoid can open or close in finer increments and move quicker than the stock solenoid by using it's "stepping motor". If you like, you can set the EVC to open up allowing the pressure to flow to the actuator without any regulation. So in the case of the Evo X, you can open the actuator at 90kPa, which is lower than the stock boost. Hope that clears up your questions about the EVC. ;)


So in other words, the wastegate itself is a 90kpa (13psi) wastegate?

SiC, nice set up, I am kind understand what you are saying, but can you explain more in detail by useing the following EVO X dual boost solenoid pictures(as you can see the EVO X has two boost solenoid), how you install the EVC 5 ?? thanks

http://im1.shutterfly.com/procserv/47b8df08b3127cceb4d2a05f5c5a00000026109AaOW7dk0aC

Did you drill a hole in your piller to mount that Defi gauge? Or did you just put a piece of adhesive down?

So SiC, the evc is basically an electronic boost control solenoid AND an electronic boost controller in one. Hmmm, pretty cool. I actually have an electronic boost control solenoid on my sti (perrin), and I have had great results with it. For anyone who doesn't know, the benefits of a electronic boost control solenoid over a traditional bleed-type is that with the electronic solenoid, no boost pressure is pressing on the actuator since the solenoid is opened and closed fully with a stepping motor or an electronic switch. This can greatly improve the taper characteristics of the boost curve because no premature boost loss can occur. Also, it helps to prevent spiking, especially in low rpm, high load scenarios, i.e. full throttle at 2000 rpms in 5th gear (which you shouldn't be doing anyway). If your ebs doesn't have a boost controller built in like the evc, you HAVE TO GET THE ECU REFLASHED!!!!! They require a much lower wastegate duty cycle to run high levels of boost, so if you install one w/out getting a reflash, you'll spike so high that you could seriously damage the motor.

Good explanation Sic.
I had a Blitz BC with a dual selenoid setup in my old EVO II, reduced spikes and kept the boost pretty even.

Is your EVC a dual or a single selenoid setup? (I may have missed it in your detailed explanation).

So your RPMs will be cut in half then...if that's the case, tell the device that it's a v8, and you'll fix the issue.

Thanks, maybe I'll try that!

So in other words, the wastegate itself is a 90kpa (13psi) wastegate?
Yes sir, since it opens at 90kpa when the solenoids are bypassed.

SiC, nice set up, I am kind understand what you are saying, but can you explain more in detail by useing the following EVO X dual boost solenoid pictures(as you can see the EVO X has two boost solenoid), how you install the EVC 5 ?? thanks

Check my attachment, my setup is just like that but there are 2 solenoids that are bypassed. BTW, when you do this, you do loose the function to drop boost by the input you see on your pic (Mass airflow, ign timing, water temp, & knock sensor). When you install the EVC, your ECU will know the boost and try to correct itself by trying to activate the solenoids that are bypassed. The ECU still has input so it will still adjust ign timing & fuel according to the amount of boost.

Did you drill a hole in your piller to mount that Defi gauge? Or did you just put a piece of adhesive down?
Drilled, I can careless about holes in the plastic. They can be replaced for cheap if I ever have to replace them.

Wow, no one even made mention of my very informative post. You unappreciative bastards! Lol, just kidding. Btw SiC, why are there two boost control solenoids on the evox? There was only one on the evo 9, and well, one on most turbo cars. Strange. I mean normally there would be a vacuum line running from the compressor side of the turbo into the solenoid, as well as a vacuum line running from the turbo suction pipe/intake, and then one running out to the wastegate actuator, but in the pictures (not the ones you posted in your attachment, but the ones from the other guys post showing the evo x's 2 solenoids), it looks like they t-off into 2 solenoids. What the hell is the point of that? Also, do you really have to run the line from between the intake manifold and fuel pressure regulator? Can't you just run the original line from the intake/suction pipe instead of capping it? On the perrin ebcs, it's a little bit different...you can just cap the intake pipe and only have just the vacuum line running to the compressor side of the turbo and then the other running to the actuator, or if you want you can run the line from the intake to the 3rd port on the ebcs. If the line is running, in your diagram, from the intake manifold, then that would be boost pressure being applied to the evc rather than suction pressure like from the intake tube. Is the evc set up differently because of having the boost controller built in to the solenoid I guess? I hope this makes sense.

Wow, no one even made mention of my very informative post. You unappreciative bastards! Lol, just kidding. Btw SiC, why are there two boost control solenoids on the evox? There was only one on the evo 9, and well, one on most turbo cars. Strange. I mean normally there would be a vacuum line running from the compressor side of the turbo into the solenoid, as well as a vacuum line running from the turbo suction pipe/intake, and then one running out to the wastegate actuator, but in the pictures (not the ones you posted in your attachment, but the ones from the other guys post showing the evo x's 2 solenoids), it looks like they t-off into 2 solenoids. What the hell is the point of that? Also, do you really have to run the line from between the intake manifold and fuel pressure regulator? Can't you just run the original line from the intake/suction pipe instead of capping it? On the perrin ebcs, it's a little bit different...you can just cap the intake pipe and only have just the vacuum line running to the compressor side of the turbo and then the other running to the actuator, or if you want you can run the line from the intake to the 3rd port on the ebcs. If the line is running, in your diagram, from the intake manifold, then that would be boost pressure being applied to the evc rather than suction pressure like from the intake tube. Is the evc set up differently because of having the boost controller built in to the solenoid I guess? I hope this makes sense.

:) great previous post EvoXGSR :)

I would suggest that dual selenoids allow minimum overshoot on peak boost and a stable boost pressure. Two are better than one etc.

Thank you, thank you (crowd clapping). lol. Hmm I guess two is better than one, although the car seems to have spiking issues from the factory, so I wonder whether having two solenoids is helping or hurting.

Is your EVC a dual or a single solenoid setup?
Single

Btw SiC, why are there two boost control solenoids on the evox? There was only one on the evo 9, and well, one on most turbo cars.

My guess would be the same as on2it said. But they still have spiking issues so they need to go back to the drawing board.

Also, do you really have to run the line from between the intake manifold and fuel pressure regulator?

No, it can be standard manifold pressure/vacuum. I guess they wrote it like that so it'll be retard proof when installing.

Oh if anyone needs the manual for the EVC 5 (US EVC 6), I have it in PDF format so just ask.

@ Sic - so in your attachment, it looks like it uses the "inputs" from both the intake mani as well as the compressor housing. Why both?

Oh if anyone needs the manual for the EVC 5 (US EVC 6), I have it in PDF format so just ask.


Feel free to post a new thread an upload it as an attachment. Would probably make the most sense to post in "'08+ Lancer Turbo Common General (http://www.evoxforums.com/forums/forumdisplay.php?f=32)"

:rock:

@ Sic - so in your attachment, it looks like it uses the "inputs" from both the intake mani as well as the compressor housing. Why both?

Almost all the EBC use both inputs. One is to measure the actual, the other is to set the desired level. The AVC-R works like this, however, dont tap into that FPR line if you dont have too. If that ever pops off you will severely damage your car.

@ Sic - so in your attachment, it looks like it uses the "inputs" from both the intake mani as well as the compressor housing. Why both?
PDXEvo answered that question :o, the EVC also has a digital display for boost/vacuum, so it's required to get intake manifold pressure.

Feel free to post a new thread an upload it as an attachment. Would probably make the most sense to post in "'08+ Lancer Turbo Common General (http://www.evoxforums.com/forums/forumdisplay.php?f=32)"

I tried but the max file size for PDF was 8.43mb, the manual PDF size is 9.53mb.

Ahh, makes sense now. Just out of curiosity, what is the point of the intake/suction pipe leading to the factory bleed-type solenoid? Is the vacuum pressure what opens up the bleed pill, I guess? That would make sense why it is not needed and thus the intake pipe nipple ends up getting capped...the electronic solenoid doesn't require vacuum pressure to open since it is done electronically via the stepping motor/electric switch.

Ahh, makes sense now. Just out of curiosity, what is the point of the intake/suction pipe leading to the factory bleed-type solenoid?
I believe that is for emission purposes, even if it's a small amount of bleeding, it does consist of blow by gases which isn't suppose to be released into the atmosphere (at least here in Japan). So they bleed it off in to the suction pipe.

Hmm, I guesss that's possible. Although, for emissions purposes auto manufacturers usually run crank-case breather lines back in the intake, but those are much higher in blow-by-gas concetrations. I can't imagine that the lines from the compressor housing, not being anywhere near the combustion chamber, and being 4mm or whatever they are, would have enough blow by gases to have any effect on emissions. Hmm, still curious if it has something to do with manually providing suction to the solenoid for bleed off purposes...

Hmm, I guesss that's possible. Although, for emissions purposes auto manufacturers usually run crank-case breather lines back in the intake.

On the Evo X the crank case breather line goes into the suction pipe right behind the mass air flow sensor. So from that you can see the there are blow by gases from the mass air flow beyond. This means that blow by gases will be entering that stock solenoid, so if you let it bleed into the atmosphere, you'll be releasing blow by gases into the atmosphere. Since releasing any blow by gases into the atmosphere is illegal in Japan, Mitsubishi probably did this to comply with environmental regulations.

BTW, is there some place I can upload the EVC manual to? It's about 10mb.

does your pillar mount impede the side curtain airbags at all? looks like your gauge would become a projectile in the event of an accident...

does your pillar mount impede the side curtain airbags at all? looks like your gauge would become a projectile in the event of an accident...

Pillar airbags are not standard on the JDM and I did not purchase them.

Pillar airbags are not standard on the JDM and I did not purchase them.

Bugger.. I have pillar airbags and I would have wanted to mount my boost guages on the A pillar. I was interested in your answer.. now I have to figure it out for myself :)

nice!

I just got my EVC 5 (EVC 6 in US) & Defi Boost Gauge installed. I was planning on doing it myself but the shop (not Monster Motor Sports) installed them both for just $100 USD since this was their first Evo X install (grand total was $900 USD parts & labor).

First of all stock boost was about 1.2 kg/cm2 average, at times it would shoot up to about 1.6 kg/cm2 (driving up hill in 4th gear, 5000 rpm) and it would drop to about 0.8 kg/cm2 at high rpms. After installing the EVC, the initial boost only went up to about 0.9 kg/cm2. I configured the EVC's Mode A to 1.2 kg/cm2 and Mode B to 1.4 kg/cm2.

When I first test drove it the boost shot to about 1.3k in Mode A and about 1.6kg in Mode B. I reconfigured it and now it is stable at 1.2 & 1.4k. So far I haven't seen the boost drop below 1.1k in either modes so the higher RPMs feel alot better than before :thumbup:

Monster Sports needs to hurry up, I can't wait to get my ECU reflash, exhaust, and intake system next!

nice.. where did you get your gauge pod??

Data as requested:
Pressure Unit of Measure: kPa
Standard Maximum Boost Setting: 90kPa (this is all it went up to with the EVC installed)
Target Boost: 120kPa
Correction Coefficient: 100%
Mode A: 130kPa (as of today after reading the AGP thread)
Mode B: 150kPa "
Offset A: 98%
Offset B: 95%
Warning Boost: 165kPa
Drop Boost: 20kPa
Map Function: 6 throttle and speed (wanted RPM instead of speed but the shop said they could only get readings that represent a 2 cylinder engine and the EVC doesn't support it:()
Speed Axis Grid: 4
RPM Axis: Not set
Throttle Axis: 4
Boost Map Correction: None
Offset Map: Not set yet (maybe this can help a little with the boost drop?)
Speed Pulse: 4
Throttle-Off Voltage: .65v
Full Throttle Voltage: 4.43v
Sampling Rate: 4 default (maybe this can help a little with the boost drop?)

I'm still playing with the settings, I'll post my settings as I test them out.

Any update to your settings? now there is an update for evc 5 with evc writer to make it similar to the evc 5 evolution x edition. It's got some updated settings on it. I'm thinking of getting this unit but still unsure. thoughts?