Rather than have 40-11 threads about each car we do and what it made for a power, we have decided to have one thread that we update once a week or so with some of the cars we are doing, the combos, and then the results. There isnt really anything that I wont disclose if asked save the actual ROM.

Anyway on to this week's:

Lucas and I had the opportunity to tune one of our customer build ups just the other day using the 3582HTA kit from ETS. The car is a perfect example to me of a street car that is not strung out or overly done.

Mods-

92 octane
ETS 3582HTA
ETS Short route piping kit (Magnus specific UICP)
ETS mini battery kit
Magnus Cast Intake
EnglishRacing steel rod 2.0L
EnglishRacing Street Port head
1mm over valves
RC1000s
GSC S2 cams
Custom EnglishRacing Cold air intake pipe kit
Perrin cat back
Kiggly valvesprings
ARP rod bolts
Balance shaft delete
Speed Density Stock ECU
Omnipower 4 bar MAP sensor

Build pix-



and a closeup of our custom true cold air intake pipe-



We started off with the 3" intake pipe pictured above and the stock MAF in place but still tuned the car on Speed Density. The owner, Jesse, didnt want to exceed 26psi on his fresh motor so we left the boost low (for our standards) for pumpgas and went for it.

(all runs on 92 octane):

482whp was stock MAF and 3" pipe assembly, this was maxed out as far as timing for the boost that the customer wanted to run on the street, 495 was the same exact tune just taking the whole pipe assembly off and dynoing it back to back.



510 was with retune and a normal 4" pipe and filter the next day:

 

The first pix show the initial build with the stock intake manifold on it, but tomorrow when it comes back for a triple I'll snap some of the Magnus with the ETS Magnus UICP.

enjoy

 

That engine bay looks sick, I like that intake pipe.

 

That intake pipe is for sale actually

Here are the finished pictures of the engine bay with the Magnus, ETS UICP, and ER 4" intake pipe:

 

Looking good man.

 

Thanks for posting the back to back tests with different intake pipes. I've been telling my buddies for a long time about this!! Now there are dyno results to refer to.

 

Well I think there is alot of misconception about what filters do and how drastically they affect things. There are some intake pipe assemblies on the market that are abortions. There are some that work very well on most setups. Then there comes the time when you need to experiment and show what works and more importantly why it worked.

This one was common sense, but it does illustrate that the MAF is a restriction in more ways than one.

Aaron

 

I too have seen the gains of taking the Maf off and going to a 4 inch intake pipe and speed density... At a 300WHP level it might not be that big of a deal.. but at 500+ it makes quite a big difference!

Thanks for the factual dyno data showing this Aaron.

 

This will get a little more thorough thread tomorrow, but my 2.0L testing is almost complete.

Stock 2.0l, FP3586 (thanks Robert & Scott), Magnus Dual Rail (thanks Marco), and 29.8psi got me this:



The only thing left to do before the 2.2LR motor is to put it back on E85 and see what the stock bottom end can really take. This is 100% 92 octane purchased from the Chevron across the street from our shop. ETS assembles the best kits I have ever tuned and the results speak for themselves

 

Very nice, is this on the stock ecu?

Fathouse

 

Yes stock ECU converted to SD.

 

So after having messed around with my stock block 2.0l trying to see what the limit is and get some good data before I put my 2.2 long rod motor in. So far the beast managed 531/396 at 30psi on straight 92. I did that with the following mods:

ETS 3586HTA (FP provided of course) single scroll kit
ETS 3.5" exhaust
ETS 4" intercooler and piping
stock intake manifold
stock computer
stock throttle body
stock headgasket
stock head bolts
stock rod bolts
Sparktech Non CDI ignition
GSC S2 MIVEC cams
FP Beehive valve springs
RC1000s
Modded 255HO Walbro
92 octane
MAFT Pro for speed density conversion
3" intake with giant K&N

I changed to the Magnus cast intake with dual rails, Speed density on the stock ECU with the new OmniPower 4 bar MAP sensor, and a 4" Intake pipe with an even larger K&N.

Timing is 2* at peak torque and 11* at 8k where the timing flattens out and it stops making power. No coolant push, no misfires, just clean power. I would like to thank Marco for the Intake manifold to test (send me a sticker), JR and Michael at ETS, Scott and Robert at FP, and Greg at GSC who makes the only cams I will ever run.

 

 

UPDATE for the first Evo in this thread.

We added 1450s and a second pump to the mix and then tuned it on racegas (It has also been upgraded to a 3586). Since the car is uncaged we stopped about the level it should get booted for running without a 10 point. This was on Q16.



1450s and second pump were at 61% IDC at peak power, the runs are 31psi, 33psi, and 35psi. The thing I found kind of odd (I know Dave has mentioned this before) is that the car was down about 20whp from its last racegas 31psi pull. I started thinking about what could have changed in the tune and then it dawned on me to check how the car was loaded. I had it a little crooked and I think the alignment was off as well. It was probably more crooked than anything, but does 20whp scrub sound right?

Aaron

 

awesome thread.