Hello everyone, this is my first post to the EvoXForums.

About a week ago I took delivery of my 08 MR and today I just got it back from the tuning shop I elected to perform my work.

The dyno sheet in this post represents 3 pulls. The red lines represent the AWHP/AWTQ of my vehicle in 100% stock condition with 14K miles. The blue lines represent the CobbAP stage 1 tune on an otherwise stock vehicle. The Green lines represent my vehicle with a custom tune based off the Cobb stage 2 tune and the addition of the following hard parts: HKS hardpipes (intercooler pipes, upper and lower), HKS LegaMax cat-back and downpipe, AEM box intake, HKS SSQ III BOV.

To summarize the peak numbers:
Stock: 254 HP and 270 ft/lb TQ
Cobb Stage 1 Tune only: 285 HP and 291 ft/lb TQ
Dyno-Modified State 2 with the hard parts from above: 299 HP and 330 ft/lb TQ

My stock numbers were higher than expected, the peak HP gains were a bit lower than I expected, the overall torque gains exceeded my expectations.

An S-Sport launch gave me the slowdown warning and loss of clutch engagement after hitting red line in 1st, a pop in and out of neutral permitted me to engage gears normally again. I am hoping a that a TCM reflash in the future will fix this and other apparent SW limitations of transmission engagement on modified MRs. If anyone gets a reasonable handle on the TCM control I'd love to have those changes made.

Your opinions are welcome.

P.S.
Stage two based custom tune performed with the boost pill removed as per-Cobb instructions.
Dyno runs conducted in 4th gear.

Welcome to the forum and great work

Good Stuff!

Nice, yea, i am surprised you didnt gain more power then that. I was thinking 320 ish atleast.

do you know what kind of dyno it was?

A Dynojet of some sort... Adding to my disappointment a bit. Admittedly, I don't know everything, still I don't feel the peak HP percentage gains are what they should have been.

What is interesting to note is how the torque peaks tremendously around 4K but drops off from there.

I have no experience with tuning turbocharged vehicles. The AFR appears to be dialed in, I'm curious on how we could make more power, particularly in the higher end...

My guess is to first figure out how to deliver more air and then deliver more fuel to compensate and achieve the proper ratio... However, I'm uncertain of the next step or if we should make any corrections/changes to this setup.

From what I've seen, my peak HP gains seem a little lacking, I believe this is a result of sharp decline in TQ output at 5k+ revs. Boy, I would love to have that peak TQ all the way to the end...

As per my contract, I've got 14 days to have anything redone with this tune (for free that is)... Suggestions, anyone?

Also, for what it's worth, TC-SST TCM management may be an issue here, though I lack the knowledge and experience to make any solid claim to this. Gunzo or another, your thoughts?

I suspect pulls were done in gravel mode, as that may be part of the equation; or rather, our solution.

When the weather clears up and I'm not so fatigued, I will pull a cobb dyno run and a 0-60. Perhaps those numbers speak more uniformly than dyno numbers; although I got the baseline dynos so we could have some comparative data.

I've tried a few setups please see below:

1. Stock Evo X MR with:
- Cobb AccessPORT
- Custom Tune by Sean @ IveyTune in NJ
- HKS Panel Filter
= 309WHP/291WTQ

2.Stock Evo X MR with:
- Cobb AccessPORT
- Custom Re-Tune by Sean @ IveyTune in NJ
- MXP 3" SS Down Pipe
- AMS 3" SS Test Pipe w/ CEL Fix
- AMS UICP
- AMS Short Intake
- AMS FMIC
- Buschur Racing Cross Flow SS 3" Catback Exhaust
= 318WHP/294WTQ

3. Stock Evo X MR with:
- Cobb AccessPORT
- Custom Re-Tune by Sean @ IveyTune in NJ
- HKS Panel Filter
- HKS Legamax Catback Exhaust
=312WHP/292WTQ

4. (PLANNED) Stock Evo X MR with:
- Cobb AccessPORT
- Custom Re-Tune by Sean @ IveyTune in NJ
- HKS Panel Filter
- HKS Legamax Catback Exhaust
- FP Green
Hopefully it will land me somewhere in the 340-360WHP/300-320WTQ

5. Stock Evo X MR with:
- Cobb AccessPORT
- Custom Re-Tune by Sean @ IveyTune in NJ
- ETS 3" SS Down Pipe
- ETS 3" SS HFC w/ CEL Fix
- ETS UICP
- ETS LICP
- ETS FMIC
- AEM Cold Air Intake
- Buschur Racing Cross Flow SS 3" Catback Exhaust
= 330WHP/334WTQ

Nice. Good luck with your planned setup

Nice. Good luck with your planned setup

Thanks, It's a daily driver so I'm just trying to make it a little more fun while sounding and appearing stock.

Your stock cat is killing at least 15whp. Get rid of that, it will help quite a bit.

I've tried a few setups please see below:

1. Stock Evo X MR with:
- Cobb AccessPORT
- Custom Tune by Sean @ IveyTune in NJ
- HKS Panel Filter
= 309WHP/291WTQ

2.Stock Evo X MR with:
- Cobb AccessPORT
- Custom Re-Tune by Sean @ IveyTune in NJ
- MXP 3" SS Down Pipe
- AMS 3" SS Test Pipe w/ CEL Fix
- AMS UICP
- AMS Short Intake
- AMS FMIC
- Buschur Racing Cross Flow SS 3" Catback Exhaust
= 318WHP/294WTQ

3. Stock Evo X MR with:
- Cobb AccessPORT
- Custom Re-Tune by Sean @ IveyTune in NJ
- HKS Panel Filter
- HKS Legamax Catback Exhaust
=312WHP/292WTQ

4. (PLANNED) Stock Evo X MR with:
- Cobb AccessPORT
- Custom Re-Tune by Sean @ IveyTune in NJ
- HKS Panel Filter
- HKS Legamax Catback Exhaust
- FP Green
Hopefully it will land me somewhere in the 340-360WHP/300-320WTQ

Interesting numbers... What gets me is how your peak TQ numbers are lower while your HP numbers are higher, like in your case 3. It's like I peak harder but drop off power sooner than some of the results I've seen. I wonder how this relates to the cobb boost pill removal procedure.... A boost graph on my pulls would help as a comparison to other setups. I need my gauges installed... Also, wondering if Overboost caused my S-sport launch to give me the slow down message (quite funny for a performance car to say, when you think about it).

I understand that a test pipe can really free things up, but if I street something, I ought to be (or, at least try) to be in compliance with regulations for emissions. If I were to track, this would be a fine option. Just my choice, arbitrary as it is...

I was thinking that with a different wastegate actuator (or by adjusting my stock one) I would hold peak boost levels and with the proper tuning, I would add more area under the TQ curve, resulting in more HP.

In the actuator case, by adding more air, I imagine that I would then have to adjust my open loop fuel to compensate. More tuning, I suppose.

Anybody got something on this?