Will boost controllers work on T4 EVO 3 Wagon

[Lordalfa]

I want to up the boost but hearing the Seimens 2000 ECU will boost cut. Will the boost cut still happen with a boost controller. I can live with the CEL.

 

BTW, this my first post hear. I drive an EVO 3 Wagon.

 

Pictures of the rear suspension differences. Literally no difference. If you are stuck with the fact that you are unable to get a Volvo suspension for the time being. A temporary solution is a Proton Wira rear or Lancer CC/CD. CD is the EVO 3.

 

The rear tie down stud is exactly the same diameter. So you can reuse your hardware from the OE.

 

 

This is a mirror image of the difference. The OE is a Left Side while the Cusco is the Right Side.

 

This show the difference for the mounting of the knuckle. All dimensions including the clips for the ABS and Brake Hoses are the same position.

 

 

Final pictures. The Pillow Mount is from an EVO 4 not EVO 3. But you must use the EVO 3 coilover.

 

I can dial up to 4* negative camber at the front. Wow! Don't need to worry about PG eating the outside of the front tires.

 

 

 

 

 

Look at the negative camber!

 

 

 

IPD Rear Sway Bar comparison with the OE Sway Bar.

[Saaber]

impressive......nice work..

[King]

Finally u are here.

some more stay so near each other,i was having kopi with genie for the past two night.

maybe u can join us next time

[Turbobrick]

sweet ridez

 

A boost controller might not work since the Siemens ECU will cut like you mentioned, a reprogrammed ECU is the safest bet, my S70T5's Motronic did not respond to aftermarket boost controller or ignition, all it needed was a more aggressive ECU program to up the boost with a/f mapping changes.

Edited February 23, 2005 by Turbobrick

[Lordalfa]

Have you any experience with Federal Auto in Malaysia the last time? I have heard that you can remove the boost cut with VADIS programming. SM is not willing to do it here. A bit of kopi money for Federal staff can do it.

 

I am planning a T3 Stage 3 turbine with a standard T3 compressor (S14 Silvia). I am planning for 1.5 bar boost spike, 1.3 sustained. New manifold and using Additional Injector Controller so as not to mess with the ECU.

[Turbobrick]

LA, you can PM Cktan about Federal, he used to take his T4 to them quite often until he upgraded to S60T5

 

On my 2.0T5 I had 17psi (over the 14psi stock) with 19psi spikes after an ECU upgrade, though the turbo lag was a huge disadvantage so my 0-60mph didn't improve much (better by 0.2secs) but the 1/4 mile time and speed was better by about 10%-12%. HP was up 25 on the dyno.

 

A friend of ours upgraded his 15G to a 16T in his 850R and went from a 17psi spike to 20psi with 17psi sustained from a TME tuned ECU, 0-60mph on a Gtech run trapped at 5.63secs! Bugger leaves BMW 330Ci smelling Volvo dust.

 

Another option to consider is water/alcohol injection, that way you can turn up the boost to 15-17psi with increased fuelling without risk of knocking or turbo overheating.

 

btw, intercooler spray doesn't help much since Volvo intercoolers are sandwiched, we tried on the 850R

[Lordalfa]

I am injecting fuel from before the compressor. A higher fuel line pressure to ensure atomization. I'll be using to nice Bosch Design III injectors with 5 orifices. Came from a Mustang.

 

The fuel will be additionally injected when the boost climbs to a specific level with the rev. Petrol can take a lot of latent heat and vaporizes but will not burn. Needs a spark to do it. Fuel air mixture improves dramatically. Just like F1 engines which inject very high upstream.

 

My friend tried on this TX3 with 1.5bar boost. The intercooler is cool after his sustain 1/4 mile run. Simply amazing! No heat soak or any thing of that sort. And his intercooler is small.

 

As much as I like water injection but too complicated to administer.

 

I need to solve fueling and charge cooling. AIC solves both if I inject after the MAF but before the compressor intake.

 

The thing about this setup is that you must vent the BOV back into the intake path. Venting the "Mixture" in the engine bay is a bad idea. So no more Psst... Psst... show off. Need to make a silent killa.

[Turbobrick]

AIC sounds like an excellent setup, running secondary pump or feeding off the OE line?

 

Your T4 is manual shifter? Else psst psst valve is a waste of precious compressed air

 

I came across a nitrous setup that shoots nitrous from the cone air filter, pretty ingenious and could be a candidate for air charge cooling too

 

Check it out http://www.zex.com/Technical/CurrentCatalog/pdf/20.pdf

[Lordalfa]

Need to run a return line to the tank. The T4 is a returnless setup on the fuel rail.

 

I am designing a 2 pump design in the engine bank. The fuel tank pump delivers the fuel to a mini tank with 2 submerged Bosch pumps. 1 pumps the fuel rail and the other the additonal injectors. Both will return to the fuel tank.

[Throttleb]

Your T4 is manual shifter? Else psst psst valve is a waste of precious compressed air

 

Gavin ,

 

Err, why so?

[Turbobrick]

In a manual car, when shifting the throttle is closed and to prevent the compressed air from the turbo be forced back into the turbo compressor and shocking the turbine a blow off valve lets off the excessive pressure so the turbo can spool without having to overcome the pressure that was blocked by the closed throttle.

 

In an auto car, gear changes occurs with the throttle opened, so the stock internal bypass valve is enough for throttle closing during braking or slow down periods.

[Lordalfa]

Gavin, Update.

 

I have let Marco of TME to tune the T4. I am now using a VF24 boosting 1.4 bars. Maximum for the autobox. 255bhp on the wheel and 398Nm on the wheel. I am using a FMIC now. I will be upgrading it to a bar plate. Current is a tubed fin.