{"id":1818,"date":"2009-10-02T19:43:36","date_gmt":"2009-10-03T02:43:36","guid":{"rendered":"http:\/\/roadraceengineering.com\/blog\/?p=1818"},"modified":"2011-10-09T20:48:22","modified_gmt":"2011-10-10T03:48:22","slug":"edmunds-inside-line-gt30r-hearts-ams-widemouth","status":"publish","type":"post","link":"https:\/\/roadraceengineering.com\/blog\/2009\/10\/02\/edmunds-inside-line-gt30r-hearts-ams-widemouth\/","title":{"rendered":"Edmunds Inside Line – GT30R Hearts AMS Widemouth"},"content":{"rendered":"
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2008 Mitsubishi Evo GSR: GT30R Hearts AMS Widemouth At RRE<\/a><\/h1>\n

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From Edmunds Insideline Blog<\/a><\/p>\n

By\u00a0Jason Kavanagh<\/a>\u00a0|\u00a0September 16, 2009<\/p>\n

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Once the turbo, clutch and injectors were installed in Project Evo X, Mike Welch of Road Race Engineering got to work on the dyno.<\/p>\n

Let it be known right now that to make real power on 91 octane, regardless of the hardware involved, is a royal pain the rear. Mike had his work cut out for him before he even began.<\/p>\n

Oh, and Mike raised the crazy up one more level. He filled our tank with\u00a091 octane from 7-11. It’s madness, yet there is method to it–if he can make our car knock-free on this utter crap fuel, then it’ll be safe on any fuel we’ll ever fill the tank with.<\/p>\n

On to the tuning, then. First he scaled the bigger ID1000 injectors in the ECU and roughed in a conservative calibration. From there he gradually tuned the car, adjusting those scaling parameters,\u00a0changing intake and exhaust cam timing, boost pressure and ignition timing.<\/p>\n

During and between runs Mike monitors more than just output. There’s knock activity, fuel trims, air-fuel ratio, coolant temperature, intake temperature, intercooler effectiveness… you could say that a tuner’s job is like juggling cats next to a running chainsaw. If one cat gets away from you…<\/p>\n

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…ask him to switch off the chainsaw.<\/p>\n

Eventually, the car stopped making power and started becoming knock-sensitive. That’s usually the point where you’re done and need to back off a bit to have a safe calibration.<\/p>\n

The problem is that at this point, it just wasn’t making\u00a0much more power than it was with the stock turbo. Everything looked good otherwise (and we have a nice closed-loop idle with the\u00a0ID1000s;\u00a0no nonlinearities, and a relaxed 62% duty cycle at redline).<\/p>\n

As for the power situation, long story short, our car still had the stock exhaust elbow and downpipe. And that was a problem.<\/p>\n

This elbow is that part of the exhaust that connects the turbo’s turbine discharge to the cat. Stock, it’s a restrictive little thing. One theory is that Mitsubishi engineers had to make the elbow all kinked up to accomodate right hand-drive cars. Basically, to keep it away from the steering shaft that pokes down in that same region.<\/p>\n

Whatever, the operating theory is that the stock downpipe was very likely choking off flow and introducing backpressure. To address this,\u00a0AMS<\/a>\u00a0sent us a higher-flowing replacement they call a Widemouth Downpipe. It’s an apt name. Comparison between the AMS Widemouth and stock piece can be seen below. You could drop a baseball in one end\u00a0and of the Widemouth it would drop out the other.<\/p>\n

It beautifully made, too, comprising cast stainless segments\u00a0with a generously-sized flex section to replace the stock spring\/bolt arrangement.<\/p>\n\n\t\t