Category : Dyno Test & Tune
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Test Time
Onto the test! For this test we had just finished tuning Stage 1 with the Unichip and bolted on our Turboback exhaust. We left the bumper off for the test in order to be able to swap the cores quickly. The bumper beam was left on also. This may put both cores at a slight disadvantage with loosing some of the plastic diverters on the bumper, but still it makes them both equal. Another thing is our tanks we were using some prototype tanks we built not production cast aluminum tanks. Then one more thing to keep in mind (important when comparing other IC tests out there) our car is tuned! This isn't the stock ECU tuning! Or stock boost!
HARD DATA
After a few runs, the IC outlet temps seemed to keep getting worse. We did about 4 runs with about 30 seconds between them. The peak IC outlets temps started at 140 and by the last run, 149 degrees! This is what we seen on small IC's mounted in crappy places (STI), not on an EVO! So why is the question?? The EGT's caught my eyes as they seemed a bit high. The first run peaked at 1678F, hot for sure, and something too keep an eye on. By the final run 1701F was the highest. These are pretty toasty! So why?? The Pre-IC temps were astronomically high! Normally we see 250-300 on a turbo that is really working or being pushed beyond its normal efficiency range. But we were seeing 400F! You could bake cookies at that temp!! This was only on the first run! The second run was 418F which it stabilized out from there. Still this is nuts! So again WHY?? We will answer that later.
Stock FMIC Tuned Stage 2 PERRIN FMIC Tuned Stage 2
3000RPM Inlet 245F/ Outlet 104F Inlet 238F/ Outlet 101F \ 7300RPM Inlet 412F/ Outlet 144F Inlet 398F/ Outlet 120F IC Efficiency 80%-78% at redline 82%-85% at redline. PEAK EGT's 1678-1701F 1616-1636F The lower RPM IC efficiency numbers are a little scewed as the temps just started to climb at this RPM. Which one made the most power? Again to be clear, this started as a stage 1 car with just FMIC's swaped from one set of runs to the next. Of course our core made more power. Now it wasn't tons but there are a few reasons for that. The super high turbo outlet temps, turbo is pushed to the max as far as flow, and we didn't turn the boost up from where it was or do any ECU tuning to really show the benefits. What was most important was consistency! The car would loose HP every run, and by the 5th run it was down 15WHP. With the PERRIN FMIC installed it only lost about 5WHP and it leveled off.
THIS ALL SOUNDS GREAT, WHEN CAN I GET MY PERRIN EVO X FMIC!
So where is our core?? Well we learned very quickly that sheetmetal tanks is huge labor sucker-upper, and cast endtanks work and look much better. So the downfall is this adds a bit of time (and cost) to get our FMIC out, but it will pay off to those who wait. Some may wonder what is involved with making endtanks? There are many steps, but I bet none of you expected to see wood involved in one of the steps! Step one is make a prototype set to use, and another to build a pattern from. We used a couple of our other cast tanks as a starting point, then started to cut an weld until the tanks were done. From there the part goes to the pattern maker who will create our part from one of many different materials, and most commonly use is wood! I know something you might find in your Benz on the dash! Maple and other dense woods are used to create both the inside cavity and the outside of the part. With a pattern finished, sand can be poured around the pattern, pattern can then be removed. The 2 halves are stuck together in a box, and molten aluminum is poored in. After cooling, out comes our end tanks!
