GT2 Guys - EVOMS 996TT x50 EVOMSit + V-Flow Testing and Feedback
05-08-2014, 02:02 PM
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GT2 Guys - EVOMS 996TT x50 EVOMSit + V-Flow Testing and Feedback
Following the launch of our new website last fall at www.EVOMS.com, we have been examining and improving some of our older product listings to bring them up to date. This includes retaking product photos, making pricing more appealing, making design and hardware changes to evolve product using current technology, combing through descriptions clarifying and adding information where needed, and making sure we back up our performance claims with up-to-date cold, hard data.
One of the first items we looked at was our 996 Turbo V-Flow Intake. It is one of our longest-running and best-selling products, but we did not have good, up-to-date, back-to-back data to show the world what it can really do. We reached out to our local Arizona community, and arranged to borrow a local customer's 996 Turbo x50 to do some testing and make some power. The plan was to test the intake in combination with EVOMSit software to demonstrate the improvements each can make to the 996 Turbo.
The heart of our EVOMS V-Flow Intake System is a patented venturi and matching Synthamax oil-free high flow air filter. The two were designed together as a system, allowing very high air flow levels while maintaining a clean, laminar signal to the MAF. The oil-free filter will not foul the MAF sensor after cleaning, and filters dirt better than a traditional oiled filter. The venturi and filter are installed in a rotational molded plastic airbox which seals to the engine bay and deck lid to keep out engine bay heat (unlike other metal airboxes on the market), and utilizes the factory inlet duct to keep in fresh air.
Upon receiving the car, we performed an inspection and test drive to make sure that the car was in good condition to use for testing. We found that the car was equipped with an aftermarket exhaust with high flow catalysts, EVOMS Diverter Valves, and--found after reading out the ECU--a pre-existing tune. The stock airbox was installed, along with a clean OEM air filter. The car was running AZ 91 octane pump fuel.
All testing was performed on our Mustang 500 SE AWD dyno. Due to scheduling issues with the car, some of the tests were performed on different days. Thankfully, our amazing January Arizona weather is very consistent, with dyno room temperatures between 75-80F for all testing. The car was cooled by our standard Porsche-specific front radiator cooling fan, and two high-flow fans blowing into the intercooler ducts. During testing, the decklid was closed with no fans blowing at it. It is worth noting that the greatest losses we saw after each set of three consecutive runs was 3-5hp, mostly at the more aggressive power levels. Three runs were performed for each trial, with the results being given as averages. Each run was started foot-to-the-floor with no dyno braking at 2000rpm, with logging beginning at 2500rpm.
Note: As these tests were performed on a chassis dyno, the results collected reflect power AT THE WHEELS. Due to power absorbed by the transmission/drivetrain/tires, divide these results by .85 to calculate approximate horsepower and by .95 to calculate approximate torque at the flywheel.
Our first order of the day was to perform a baseline as the car arrived, then another with a true OEM stock file loaded. The results are below.
Red Trace: Pre-Existing Tune + Stock Intake + Sport Exhaust, 462hp, 531ft-lb
Green Trace: Stock Tune + Stock Intake + Sport Exhaust, 455hp, 492ft-lb
This tune was relatively modest in terms of improvements, with a peak gains of 39ft-lb and only 7hp at the wheels. Spool up was improved by less than 100rpm.
With a stock tune baseline established, we installed our EVOMS V-Flow Intake and retested the car. Both tests were performed with the decklid closed, allowing both the stock airbox and EVOMS airbox to draw in fresh air from outside the engine bay.
Green Trace: Stock tune + EVOMS V-Flow Intake + Sport Exhaust, 464hp, 498ft-lb
Red Trace: Stock Tune + Stock Intake + Sport Exhaust, 455hp, 492ft-lb
The results show the intake gives a consistent increase in power and torque past 4000rpm. The stock tune and EVOMS V-Flow actually produced an average of 2hp more at peak than the old tune and stock airbox did. The greatest net gains over the stock airbox were 14ft-lb at 4650rpm, and 15hp 6000rpm, with average improvements of 8-12hp elsewhere in the powerband. At the the wheels, these are substantial improvements, translating to 15-20hp gains at the flywheel from just an intake!
We reinstalled the stock airbox, and reflashed the ECU with EVOMSit software. During preliminary tests, it was found that the car was not making the 1.35bar peak boost levels we were asking of it. This is a common problem on K24-powered cars, and is due to the stock wastegate actuators providing insufficient wastegate tension for the exhaust manifold pressures seen at these boost levels. One solution is to crank down the stock wastegate actuators, adding tension at the expensive of wastegate travel. This was not an option, as the wastegates on this car were rusted solid having spent years in New Jersey. The proper solution for this is the EVOMS Wastegate Boost Kit, our bolt-on kit that uses Garrett actuators, precise brackets, and new adjustable rods to provide more preload to the stock turbos. We installed the actuators and performed another round of testing. The car now performed as expected.
Green Trace: EVOMSit Stage 2 Tune + Stock Airbox + Sport Exhaust + EVOMS Wastegate Actuators, 492hp, 590ft-lb
Red Trace: Stock Tune + Stock Intake + Sport Exhaust, 455hp, 492ft-lb
Compared to the stock tune, the EVOMSit tune delivered huge gains as expected. Peak gains of 37hp with high RPM gains of 35hp, 98ft-lb of torque at the wheels, and ~100rpm quicker spool. Compared with the previous software, the EVOMSit tune produces 59ft-lb more at the wheels along much greater top-end power. All three runs were ended at 6600rpm, so unfortunately there is that big ugly green blotch on the dyno chart.
Our final test was to bolt on the V-Flow Intake. Note this test was performed with the exact same tune as before.
Red Trace: EVOMSit Stage 2 Tune + EVOMS V-Flow Intake + Sport Exhaust + EVOMS Wastegate Actuators, 517hp, 627ft-lb
Green Trace: EVOMSit Stage 2 Tune + Stock Airbox + Sport Exhaust + EVOMS Wastegate Actuators, 492hp, 590ft-lb
The results speak for themselves. With a much freer-flowing intake the turbos spool up about 150rpm sooner, and the car picked up 37ft-lb and 25hp at the wheels--and these improvements are seen on only K24s! The intake translates directly into a more powerful, more responsive car.
The owner of this 996TT tracks his car heavily as lead instructor with the Arizona PCA chapter and he is involved in the local NASA organization. After completing a couple of events with the new setup, he had this to say:
"Took the car out to West track beginning of April... it did well.. West is horrible for turbo's. Still, the turbo broke a 1:05 hauling a 4 thousand lb street car. April 19th ran it with PCA at Az Motorsports Park. It did well, fastest street car out there running a 1:49 beating a few race cars in the group. Pretty good time for street weight and suspension. It halls butt, everyone wanted a ride. I saw a 1.5 a couple times. It runs right back and settles at 1.1
A PCA member let me drive his 2010 GT3 in trade for a ride in the Turbo. The GT3 feels so slow. Tall, tall third gear looking for 8K RPM's. I drove GT3 for 20 minutes. Immediately, we jumped in the turbo for a fun ride. GT3 handles like a dream. The turbo launches out of the sweepers, down the straights. Fast! And, fun!"
One of the first items we looked at was our 996 Turbo V-Flow Intake. It is one of our longest-running and best-selling products, but we did not have good, up-to-date, back-to-back data to show the world what it can really do. We reached out to our local Arizona community, and arranged to borrow a local customer's 996 Turbo x50 to do some testing and make some power. The plan was to test the intake in combination with EVOMSit software to demonstrate the improvements each can make to the 996 Turbo.
The heart of our EVOMS V-Flow Intake System is a patented venturi and matching Synthamax oil-free high flow air filter. The two were designed together as a system, allowing very high air flow levels while maintaining a clean, laminar signal to the MAF. The oil-free filter will not foul the MAF sensor after cleaning, and filters dirt better than a traditional oiled filter. The venturi and filter are installed in a rotational molded plastic airbox which seals to the engine bay and deck lid to keep out engine bay heat (unlike other metal airboxes on the market), and utilizes the factory inlet duct to keep in fresh air.
Upon receiving the car, we performed an inspection and test drive to make sure that the car was in good condition to use for testing. We found that the car was equipped with an aftermarket exhaust with high flow catalysts, EVOMS Diverter Valves, and--found after reading out the ECU--a pre-existing tune. The stock airbox was installed, along with a clean OEM air filter. The car was running AZ 91 octane pump fuel.
All testing was performed on our Mustang 500 SE AWD dyno. Due to scheduling issues with the car, some of the tests were performed on different days. Thankfully, our amazing January Arizona weather is very consistent, with dyno room temperatures between 75-80F for all testing. The car was cooled by our standard Porsche-specific front radiator cooling fan, and two high-flow fans blowing into the intercooler ducts. During testing, the decklid was closed with no fans blowing at it. It is worth noting that the greatest losses we saw after each set of three consecutive runs was 3-5hp, mostly at the more aggressive power levels. Three runs were performed for each trial, with the results being given as averages. Each run was started foot-to-the-floor with no dyno braking at 2000rpm, with logging beginning at 2500rpm.
Note: As these tests were performed on a chassis dyno, the results collected reflect power AT THE WHEELS. Due to power absorbed by the transmission/drivetrain/tires, divide these results by .85 to calculate approximate horsepower and by .95 to calculate approximate torque at the flywheel.
Our first order of the day was to perform a baseline as the car arrived, then another with a true OEM stock file loaded. The results are below.
Red Trace: Pre-Existing Tune + Stock Intake + Sport Exhaust, 462hp, 531ft-lb
Green Trace: Stock Tune + Stock Intake + Sport Exhaust, 455hp, 492ft-lb
This tune was relatively modest in terms of improvements, with a peak gains of 39ft-lb and only 7hp at the wheels. Spool up was improved by less than 100rpm.
With a stock tune baseline established, we installed our EVOMS V-Flow Intake and retested the car. Both tests were performed with the decklid closed, allowing both the stock airbox and EVOMS airbox to draw in fresh air from outside the engine bay.
Green Trace: Stock tune + EVOMS V-Flow Intake + Sport Exhaust, 464hp, 498ft-lb
Red Trace: Stock Tune + Stock Intake + Sport Exhaust, 455hp, 492ft-lb
The results show the intake gives a consistent increase in power and torque past 4000rpm. The stock tune and EVOMS V-Flow actually produced an average of 2hp more at peak than the old tune and stock airbox did. The greatest net gains over the stock airbox were 14ft-lb at 4650rpm, and 15hp 6000rpm, with average improvements of 8-12hp elsewhere in the powerband. At the the wheels, these are substantial improvements, translating to 15-20hp gains at the flywheel from just an intake!
We reinstalled the stock airbox, and reflashed the ECU with EVOMSit software. During preliminary tests, it was found that the car was not making the 1.35bar peak boost levels we were asking of it. This is a common problem on K24-powered cars, and is due to the stock wastegate actuators providing insufficient wastegate tension for the exhaust manifold pressures seen at these boost levels. One solution is to crank down the stock wastegate actuators, adding tension at the expensive of wastegate travel. This was not an option, as the wastegates on this car were rusted solid having spent years in New Jersey. The proper solution for this is the EVOMS Wastegate Boost Kit, our bolt-on kit that uses Garrett actuators, precise brackets, and new adjustable rods to provide more preload to the stock turbos. We installed the actuators and performed another round of testing. The car now performed as expected.
Green Trace: EVOMSit Stage 2 Tune + Stock Airbox + Sport Exhaust + EVOMS Wastegate Actuators, 492hp, 590ft-lb
Red Trace: Stock Tune + Stock Intake + Sport Exhaust, 455hp, 492ft-lb
Compared to the stock tune, the EVOMSit tune delivered huge gains as expected. Peak gains of 37hp with high RPM gains of 35hp, 98ft-lb of torque at the wheels, and ~100rpm quicker spool. Compared with the previous software, the EVOMSit tune produces 59ft-lb more at the wheels along much greater top-end power. All three runs were ended at 6600rpm, so unfortunately there is that big ugly green blotch on the dyno chart.
Our final test was to bolt on the V-Flow Intake. Note this test was performed with the exact same tune as before.
Red Trace: EVOMSit Stage 2 Tune + EVOMS V-Flow Intake + Sport Exhaust + EVOMS Wastegate Actuators, 517hp, 627ft-lb
Green Trace: EVOMSit Stage 2 Tune + Stock Airbox + Sport Exhaust + EVOMS Wastegate Actuators, 492hp, 590ft-lb
The results speak for themselves. With a much freer-flowing intake the turbos spool up about 150rpm sooner, and the car picked up 37ft-lb and 25hp at the wheels--and these improvements are seen on only K24s! The intake translates directly into a more powerful, more responsive car.
The owner of this 996TT tracks his car heavily as lead instructor with the Arizona PCA chapter and he is involved in the local NASA organization. After completing a couple of events with the new setup, he had this to say:
"Took the car out to West track beginning of April... it did well.. West is horrible for turbo's. Still, the turbo broke a 1:05 hauling a 4 thousand lb street car. April 19th ran it with PCA at Az Motorsports Park. It did well, fastest street car out there running a 1:49 beating a few race cars in the group. Pretty good time for street weight and suspension. It halls butt, everyone wanted a ride. I saw a 1.5 a couple times. It runs right back and settles at 1.1
A PCA member let me drive his 2010 GT3 in trade for a ride in the Turbo. The GT3 feels so slow. Tall, tall third gear looking for 8K RPM's. I drove GT3 for 20 minutes. Immediately, we jumped in the turbo for a fun ride. GT3 handles like a dream. The turbo launches out of the sweepers, down the straights. Fast! And, fun!"
