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Usually on Wednesday mornings, I like to wake up a little later than usual and enjoy a little of my own 'me' time knowing full well that I can leave the Mitsubishi dealership bullshit at the dealership. I get to hop on board Skype and say 'Hi' to the kids and have cybersex with the wife over in Japan. Sip a little green tea and watch some Jerry Springer. Hearing my alarm go off at 7:00AM I knew today was not going to be one of those days.
A couple of weeks prior to my alarm clock rudely awaking me on my day off, I had made arrangements with my good friend Sean Ivey to do a baseline dynograph readout of a Lancer Evolution X at his shop. As I stepped out of the shower, cursing that I had wake up so early on my day off, I heard the familiar Evo IX rumble of my teammate, 'Pollack' Mike. With one sock on and another foot out the door, we proceeded to swing down the New Jersey Turnpike.
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We met up with our test Evo X en-route, as if by some miracle of timing (he was actually waiting there for a bit), and continued down the Turnpike.
This dude kept inching closer and closer...
Then blew right past us... man, I tell you, these Evo Xs, when broken-in PROPERLY (key word PROPERLY to all the numb-nuts who think you're breaking-in a motorcycle engine after reading some guru blog) make some really nice smooth power.
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Our buddy, Vincent (formerly of the SQC Subaru STi camp), made an appearance in his brand new Rally Red Evo X to tag along with us to watch our empirical testing of this new vehicle. We had to wait up for Vincent, because he was still in his PROPER break-in period and we didn't want him to lag behind. =).
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Once we got to Iveytune, LLC in Linden, NJ we found someone else on the dyno...
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That turbo could eat small children... literally.
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Check out this core...
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After making a billion horsepower (in reality about 1,200) on the Supra, it was time for the Evo X to get put on and tested. The main reasoning why we were doing this test was to see exactly what it was that we were working with. I know a lot of other shops have put their shop cars on the dyno and put out phenomenal results, I have always been a skeptic. I have always been under the impression that a shop is there to sell you something; whether it be product, service or, in Elliot Spitzer's case, a $5,000 blowjob. Regardless, the results they show are there to further their case to the consumer (YOU) that you should bring your car to their shop to get the products and services to make your Evo X the best Evo X it can be. Well, here I am, an individual, with an Evo X, owned by another individual at an independent dyno facility that was willing to give us the dyno time to begin our research. So we strapped her in, hooked her up and we were ready to roll...
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And roll, we did...
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So what were the results? (sorry, did not get a chance to scan the dynographs)
1st pull we did resulted in 266 horsepower and 270 foot pounds of torque. The factory ECU sent air/fuel mixtures into the deep end, reading way below 10:1. This run was done with the hood open and fans blowing at the intercooler.
We did a second run right after and closed the hood, to replicate real-time street driving with the hood shut. I mean, come on, who rolls around without a hood on other than some Honda showcars looking to show off their VTEC valve covers? I wanted to do a real-time test and that's exactly what we were going to do. With the hood now closed, the dyno read 255 horsepower. An 11 horsepower drop in power from the initial run. The heat inside the engine bay definitely contributed to this. But what was interesting was watching the air/fuel curve. During our second run, the air/fuel curve hit the 10:1 flatline earlier than the first run. The ECU was definitely adding fuel to compensate for the added heat, thus making the car run richer, earlier!
The third run we did, we opened the hood again and got a result of 259 horsepower. During this run, we noticed that even from the beginning of the run, the air/fuel mixture started at the 10:1 flatline straight through to the end. But with the hood opened, the engine was allowed to release more heat to atmosphere and allow a better cool, upping the horsepower slightly.
The results were a real insight into the way the Evo X ECU reacts to even the most minute changes in the vehicle. Since the car was strapped to a dyno with only the fans blowing at the front of the car, I must say that the temperatures in the engine bay were higher than what you would experience on the street, as the front hood heat extractors would perform much better in a real-time environment. The turbocharger hood-inlet would also perform better to send cool air to the rear-mounted turbo on the 4B11.
It was a true pleasure to be able to do some independent research today and to shed a little light on how our cars work from a layman's standpoint. I look forward to doing some more dyno testing as we complete our talks with HKS Japan to test each of their staged upgrades for the Evo X. Look forward to seeing the HKS drop-in filter, the HKS Legamax exhaust, the HKS EVC electronic boost controller, and the icing on the cake - the HKS F-CON IS. Thanks for reading~
- Mike
A couple of weeks prior to my alarm clock rudely awaking me on my day off, I had made arrangements with my good friend Sean Ivey to do a baseline dynograph readout of a Lancer Evolution X at his shop. As I stepped out of the shower, cursing that I had wake up so early on my day off, I heard the familiar Evo IX rumble of my teammate, 'Pollack' Mike. With one sock on and another foot out the door, we proceeded to swing down the New Jersey Turnpike.
We met up with our test Evo X en-route, as if by some miracle of timing (he was actually waiting there for a bit), and continued down the Turnpike.
This dude kept inching closer and closer...
Then blew right past us... man, I tell you, these Evo Xs, when broken-in PROPERLY (key word PROPERLY to all the numb-nuts who think you're breaking-in a motorcycle engine after reading some guru blog) make some really nice smooth power.
Our buddy, Vincent (formerly of the SQC Subaru STi camp), made an appearance in his brand new Rally Red Evo X to tag along with us to watch our empirical testing of this new vehicle. We had to wait up for Vincent, because he was still in his PROPER break-in period and we didn't want him to lag behind. =).
Once we got to Iveytune, LLC in Linden, NJ we found someone else on the dyno...
That turbo could eat small children... literally.
Check out this core...
After making a billion horsepower (in reality about 1,200) on the Supra, it was time for the Evo X to get put on and tested. The main reasoning why we were doing this test was to see exactly what it was that we were working with. I know a lot of other shops have put their shop cars on the dyno and put out phenomenal results, I have always been a skeptic. I have always been under the impression that a shop is there to sell you something; whether it be product, service or, in Elliot Spitzer's case, a $5,000 blowjob. Regardless, the results they show are there to further their case to the consumer (YOU) that you should bring your car to their shop to get the products and services to make your Evo X the best Evo X it can be. Well, here I am, an individual, with an Evo X, owned by another individual at an independent dyno facility that was willing to give us the dyno time to begin our research. So we strapped her in, hooked her up and we were ready to roll...
And roll, we did...
So what were the results? (sorry, did not get a chance to scan the dynographs)
1st pull we did resulted in 266 horsepower and 270 foot pounds of torque. The factory ECU sent air/fuel mixtures into the deep end, reading way below 10:1. This run was done with the hood open and fans blowing at the intercooler.
We did a second run right after and closed the hood, to replicate real-time street driving with the hood shut. I mean, come on, who rolls around without a hood on other than some Honda showcars looking to show off their VTEC valve covers? I wanted to do a real-time test and that's exactly what we were going to do. With the hood now closed, the dyno read 255 horsepower. An 11 horsepower drop in power from the initial run. The heat inside the engine bay definitely contributed to this. But what was interesting was watching the air/fuel curve. During our second run, the air/fuel curve hit the 10:1 flatline earlier than the first run. The ECU was definitely adding fuel to compensate for the added heat, thus making the car run richer, earlier!
The third run we did, we opened the hood again and got a result of 259 horsepower. During this run, we noticed that even from the beginning of the run, the air/fuel mixture started at the 10:1 flatline straight through to the end. But with the hood opened, the engine was allowed to release more heat to atmosphere and allow a better cool, upping the horsepower slightly.
The results were a real insight into the way the Evo X ECU reacts to even the most minute changes in the vehicle. Since the car was strapped to a dyno with only the fans blowing at the front of the car, I must say that the temperatures in the engine bay were higher than what you would experience on the street, as the front hood heat extractors would perform much better in a real-time environment. The turbocharger hood-inlet would also perform better to send cool air to the rear-mounted turbo on the 4B11.
It was a true pleasure to be able to do some independent research today and to shed a little light on how our cars work from a layman's standpoint. I look forward to doing some more dyno testing as we complete our talks with HKS Japan to test each of their staged upgrades for the Evo X. Look forward to seeing the HKS drop-in filter, the HKS Legamax exhaust, the HKS EVC electronic boost controller, and the icing on the cake - the HKS F-CON IS. Thanks for reading~
- Mike
