Posts Tagged ‘evo’

I’ve made a promise what ever car i get next that i will modify has to have a “legendary” engine in it. meaning im not with the overly modifying of motors. Fuck sleaving, dry-sumping, block gaurd, ect ect. Pistons, rods, cams, boost, boost and boost, haha and maybe some juice. But seriously nothing pains me more that trying to see some turn a frail engine into a mild performing vehicle. its a waste of especially if budgets tight.
Now the only rule is that all 4bangers must be able to handle 400hp reliably, 6 cylinders 550 reliably.
Now ill start with the 4-bangers
-4g63 mitsubishi
-sr20det nissan
-A853 dodge/crysler/mitsu
-3S-GTE toyota
-ej20- subaru
That was in no specific order other than yes mitsu is #1 …. not biased its the truth. Now some may be wondering were you D,B,K series are on the list. Honestly they dont cut it. IMHO from what i know they wont cranks out as much hp STOCK FOR STOCK as the engines I’ve listed and still RETAIN reliability. Honda gets its for design, “They produce a street driven pump gas N/A engine that produces over 120 Hp per litre. Who puts three lobes on a Cam shaft. Who Controls cam timing live. Honds is smart the others are just strong”

Now the 6 cylinders the to two contenders 1st
-APB ,AGB, AZB- b5 s4 engines
-s54 -E46 bmw
-s50 – E36 bmw
-vr6 2.8 r32 ???? – vw jetta/gti
now thats is allll i can think of right now. I hope i didnt offend any honda people but we envy your amazing mpgs lol. so u have that in your corner.
modifying any engine for more that 50% of the power it makes stock that cant handle it is a motor you should stay away from on budget builds or unopened engine builds.


So by far its the biggest turbo Ive tuned and i wouldn’t recommend it for a street car with a 8k reline simply too big . But this is what my client has so we work with it. we only brought the car out to 8k rpm because i didn’t enable the ecu to log past 8k (stupid me) . But I’m hoping a 9k-9.5k reline will be more than enough for a 3k rpm power band . But a quick run down of the mods off my head isevo 8, kelford 272, buschur 4inch fmic, speed density, 3inch turbo back, cf hood, 1200 pte injectors, 2 wally 255lph pumps, umm and some more stuff.

Were not done! i still want to stabilize the boost more and lean that bitch out! but because of random shyt we had to call it a night! still trying to figure out that dip at the end im assuming its a fluke or because of rich ass conditions.

We’ll start with some honda love This customer originally came to MAPerformance for engine assembly. They spec’d out, and assembled a beautiful longblock for him, and he decided he wanted a turbo kit to match!
– V-band schedule 10 ramhorn manifold
– PTE 46mm external gate
– 3″ pie-cut stainless downpipe
– Stainless dump tube

This next manifold was built for an Evo that they had originally set their stock evo ecu horsepower record with. The setup on this car, mated up to one of thier 2.4L’s yielded us 814hp, and 622hp at 41psi
– Custom top-mount schedule 10 T3 manifold
– Twin Tial MVS wastegates (a second one was added after the pictures were taken)
– Stainless 3″ downpipe
– PTE 6765 turbo

K swaps are one of our favorites and boosting them is just the icing on the cake. They had a customer looking for an easily accessible turbo location to mount his Precision 6262. They spent a lot of time routing this perfectly so there is no clearance issues at all and this runner design is sure to provide huge power gains up top….

Lastly, I’ll give you guys a peek at thier new Evo X OEM replacement manifold. Chopped, welded, and ported all in house


Posted: May 4, 2011 by kemist88 in Videos
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Parking lot pics

Posted: April 28, 2011 by kemist88 in Pics
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i must say jermaine is stepping up his photo game!

Ok soooo the quest for the 400 mark has been long over due on my car…. so you can check my bio (1050cc, hks 272, speed density, fp 4inch intake, ets race fmic with s.s piping. blah blah blah read the bio)for info on the car. The turbo im running is a 6165S pte. Now to give you an idea think of a 6262sp. A 6165S has a bigger back wheel to compensate for the lack of ball bearing. I was shocked! at the the spool up 25psi by 51XXrpm! That’s ball bearing territory . It’s always good to know a few tricks and how a turbo works, it is essential plus the 3port boost controller solenoid (controlled by the ecu) helps alot! Seriously shout out all the people on who made the ecu able to do what is does.


the blue is the final tune for 25psi look at how much i smooth the power band out.
The car redlines at 8k so it may dam well be able to creep to 450 by redline. and it running rich hehe.

Any question email me evo1-X supported ,h8 dsm (black box), dsmlink, honda support on its way, Subaru support is here just need a car to tune.

Its Just 89oct! Or is it?

Posted: April 4, 2011 by kemist88 in Tech
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Hey im sure we all have experimented with gas to see if the extra 20-30cents/gal are worth going from 87-93oct. You’ll here everything thing from 93 oct adds power to your car, it gives it better milage, its a cleaner gas, ect ect. THIS IS NOT 100% wrong nor is it right. If you understand firstly what an octane level is then it give you and idea on how on some cars the above can be true. Octane is the unit they measure gasoline/fuel ability to resist pinging/pre-detonation/knock. Some of you are wondering now whats pingin/knock? Its pre-detonation usualy cause by lean afrs, excessive boost, or too high of compression or overly advanced ignition timing. So how do they all tie in? Well if you have your mothers corrola or camry made in 1993 you realy dont need 93 or even 91 oct. because its a low compression N/A car its made to be economical and take cheap gas.  Now wether it will preffer 87 or 89 or 83oct (if they still have 83) you will have to experiment and see how the car responds. Now boosted cars and performance-based cars example evo, acura -r/gsr, honda si ,rsx-s any high compression car 91 octane minimum! “But i put 91 oct in my sti and then 93 after it was on empty and it feels totaly diffrent so how does it not add power” . Well simple the car was made to best respond to 93oct or higher. Try putting 110oct in it you will gain no substantial power, unless you tune for it. Running the car on 91 octane over 93oct may not cause any damage worth you selling your car or moving to a state/county were they have it availible because the ecu accounts for this. But many many num-nut will turn up the boost on a car it may feel faster and then blow up the ecu can only pull so much timing and richen up the afrs(air:fuel ratio) to stop excessive knock.  now this leads to the 2nd half of the topic wich is gas milage and cleaner  fuel. If you have exsive knock on a ecu that will try to compensate its tune to stop it you will get a richer burn (more fuel) . More fuel=less mpg, itpulling timing produces less efficent combustion, less efficient cumbustion= less tq . so you using more gas , to make less tq , so intern your loosing mpg. A leaner burn will also lessen emmisions . Now rember a factor that causes knock. lean burns! “omg it all makes sensce now” high octane alows for a leaner burn!

Every car is difrent! not all will benifit from higher octane from the factory nor will all thrive on low octane in its factory form! thats why its important to do research and read your car manual haha. There all no links because this is all from me


New Garrett Turbo Series

Posted: March 21, 2011 by kemist88 in Tech
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I know I may be extremely late on this . I had NO clue Garrett released another line of turbos called the GTX . Now Garrett claims 10%+ higher flow and P.R over the conventional GT platform.

As the standard GT3582r turbo flowed ~68lbs/min the new GTX3582r flows damn nere 75lbs/min

Even the new GTX3076r rivals with the older gt35r flowing about 64-65~lbs/minute. you can see the difference in the blade design which was keep to unlocking more air flow!

Perrin Performance did a few test seen on nasioc and answered a few questions about the turbos.

” The Question, “Is the GTX turbo Laggier then the GT turbo?” Answer, “NO” .The Question, “Is the GTX turbo going to make more power?” Answer, “YES” .The Question, “Is the GTX turbo better?” Answer, “See above answers”. The Question, “Is the GTX worth the extra money?” Answer, “YES”. “































Out With The Old And In With The BOOST

Posted: March 19, 2011 by kemist88 in Black hawk
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So I changed my turbo about a week ago. Not knowing much about the turbo i bought (the pte 6165s ) i just when off simple fact i could find on pte’s web site and simple knowledge of turbos. A .70 a/r compressor housing and  .82 t3 a/r turbine housing. 61mm compressor wheel as said by precision is rated for 680 hp or ~68lbs/min . It uses the same compressor map as the gt35r by garret so I could “guesstimate” were it would spool up. But back to the set up. A tial 38mm wg w/ ~20psi spring, cast iron t3 mini, .5inch spacer( so the turbo wouldnt hit the block on short runners), and  2 gaskets one of which is oem 4layer copper. I cant wait to see how much hp i can make off this turbo on pump gas then maybe e85. Its crazy how this turbo DWARFS the evo316g!


Posted: March 16, 2011 by kemist88 in Pics
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If I ever got a evo! it would look like this!

This car is clean , simple, and i think captures the essence of what a Lancer evolution can be.  He’s currently deployed out in the middle east , he has defiantly taught me a few things about tuning,  . Paul your country appreciates you! and i hope you can make OPP happen . Check out more pics of the car