Dyno Tuning at EDO Performance for Mr. Rodrigos 2013 FRS also known as his pride and joy everybody. Kevin who is good friends with EDO Performance specializes in designing turbo kits and dyno tuning. He’s been working with us on this project for quite a while now and it’s a pleasure having him participate in improving our clients vehicles.
Recent Upgrades on Rodrigos’ 2013 Scion FRS
Rodrigo is a loyal client of ours who happens to be obsessed with everything EDO has to offer. Everything from a TR Oil Cooler Kit to a carbon fiber overlay to even a brand new exhaust manifold, he’s done it all. Rodrigo has handed over the keys to his beautiful FRS to our shop for weeks now to transform it to fine art. We’ve been working on some final upgrades that will most certainly have Rodrigos’ toy get jaw dropping looks on and off the race track. Of course with clients like Rodrigo you never know what demands to expect when they come back for more “upgrades” but as of right now take a look at what’s been done to our current project a.k.a Mr. Rodrigos 2013 Scion FRS. Stay tuned..
- AP Racing 6-Piston Front Cross Drilled/Slotted Rotors Big Brake Kit.
- AP Racing 4-Piston Rear Cross Drilled/ Slotted Big Brake Kit.
- Tomioka Racing Oil Cooler Kit with Thermostat for Subaru BRZ/Toyota FRS.
- Under Braces, Strut Power Brace, Cusco Rear Lateral Link Toe.
- Tomioka Racing Exhaust manifold.
- Rear differential support brace.
- Aluminum Racing Radiator and stage 1 Clutch Kit.
- Carbon Fiber hood, rooftop and trunk
- Ecu Tek Tune
- DW Fuel Injectors
- DW Fuel Pump
- HKS Supercharger
Congratulations to Cory Schander, the owner of Mayhem Tuning, for winning our Dyno Contest at Subiefest this year!
He won with these modifications on his 2006 Subaru STI:
- 2009 STi nitrated crank
- Clevite Bearings
- 11mm oil pump
- Manley 100mm pistons
- Manley H Beams
- External Oil Cooler
- Stock 2007 STi heads with BC Springs and Retainers
- Ported Intake Manifold
- Power Added
- Forced Smart 50mm EWG
- Agency Power EQ Length Headers
- Custom Turbo Back Exhaust
- Halman Pro RX
- 1200cc Injectors
- Walbro 400 Pump Hard Wired
- Custom 8 Fuel Feed Line From Tank Up
- Aeromotive FPR and Rails
Octane Gas: 91
Tuned using opensource Speed Density
Edo Performance is lucky to be able to test the latest release of Tomioka Racing high-flow catted downpipe for Subaru. The downpipe features 200-cell with ceramic substrate catalytic converter. Perfect for customers who like their down pipe to sound not too loud but still packs a punch.
Compared to the stock downpipe, the finely polished Tomioka Racing down pipe is constructed from 100% SUS304 stainless steel with 3-inch pipe diameter compared to stock down pipe. Its bell-mouth inlet ensures high flow exhaust gas as opposed to the restrictive stock down pipe. Tomioka downpipe also features 2 bung locations for the O2 Sensor and temperature sensor.
Fitment is 100% bolt-on. All hangers are designed to fit at the respective stock locations. Despite its 3-inch piping diameter, it bolts-on to stock cat-back. In Tomioka style, all gaskets are included in the package to make sure seamless installation process. The Tomioka high flow catted downpipe is available for the Subaru 2002-2007 WRX/STi (GD) Sedan and 2008-2011 Subaru WRX/STi Hatch-back (GR).
Check out the video clip to see hear the sound inside the 2005 Subaru STi! Almost stock sound but packs more power.
Here is some information for consumers who are thinking of upgrading Mitsubishi Evolution X turbo for larger turbo to achieve power beyond 400 wheel horsepower. Most consumers will wonder how much more power can I expect? How much turbo lag will I experience? What’s the top end power I can achieve?
Well, how much power consumers can expect depends on other supporting mods that he/she is considering. Upgrading the turbo only without other support mods is not helping much. Remember that the engine is as strong as its weakest link.
In terms of turbo lag, larger turbo will experience slower spool rate compared to factory turbo. But what’s lost in spool time, larger turbo makes up in the top end power. Turbo manufacturers spend great deal of time and investment on compressor & turbine blade profile and materials to improve its spool rate and achieve top end power to withstand higher boost. Some manufacturers rebuild the stock turbo by replacing the cartridge with improved compressor & turbine blade design.
As far as how much power can consumer achieve? Remember, the larger the turbo, it can hit higher power but it needs the right combination of mods and engine tuning to make it happen.
Below are dyno graphs of Garrett 3076 Dual Ball Bearing, Blouch Dominator XT 2.0 and Tomioka Racing Sigma Turbo. All of these turbos are non-modified stock turbo. They are installed on similar supporting mods upgraded fuel injectors, exhaust manifold, downpipe, test-pipe, fuel pump, inlet hose with upper & lower intercooler piping. Each of the Evo X GSR is operating at similar level of boost.
Orange line is Garrett 3076 and red line is Sigma turbo. The ball bearing Garrett turbo spools little faster and has power advantage over the area circled in blue around 4000-6000 RPM. In the top end RPM, the Sigma turbo manages to catch-up with the might of the ball bearing turbo. Similar performance is reflected on the torque graph where the ball-bearing turbo holds torque advantage over 4000 – 6000 RPM but levels off over 6000RPM. The main difference is the price tags of the turbo. Garrett 3076 Dual Ball Bearing is priced at $2,073 and the Sigma turbo is at $1,599. For those consumers who have made up their mind with ball bearing set-up, Garrett 3076 is the way to go. For those who are more budget-conscious and still looking to achieve power beyond 400whp, they should give the Sigma turbo a shot. Being larger than the stock turbo, both the Garrett 3076 and Sigma turbo are laggier than stock turbo.
Between Blouch Dominator XT 2.0 turbo and Sigma turbo, things are little similar. The turbo spools at same rate in the 3000 – 3750 RPM but Blouch turbo experiences a surge between 3750 – 4500RPM. Beyond 4500RPM, both turbos are virtually tied but the Sigma turbo manages to hold its power on the top-end over the Blouch Dominator XT 2.0.
These graphs are meant to help consumers out there looking for turbo upgrade. Bear in mind that different manufacturer of dyno reads power differently i.e there will be deviations in the power reading. Even within the same dyno manufacturer, there will also be slight deviations in reading due to various calibration method applied the initial set-up of the dyno.
This is a two stage project on 2008 Mitsubishi Evolution X GSR involving Tomioka Racing Exhaust Manifold, Widemouth downpipe, test pipe and the all new Sigma Turbocharger.
Official engine power and torque rating of 2008 Evolution X GSR are 290 HP and 300 pounds-feet respectively. We all know that those numbers slip when measured to the wheel horsepower and torque. Typical power and torque drop on dynapack dyno are 20%, so realistically we are looking at 232 whp and 240 pounds-feet of torque. This particular unturned Evolution X GSR achieved 245 whp and 241 pounds-feet of torque.
The first stage of the test were the installation of the tubular exhaust manifold and widemouth downpipe. The second stage installations were Tomioka Racing Sigma Turbocharger, High-Flow fuel rail and test pipe. Other supporting modifications included larger fuel pump, 1000cc fuel injectors and aftermarket lower and upper intercooler piping and Turbo inlet hose.
The Tomioka Racing tubular exhaust manifold for the Evo X is constructed from stainless steel 304 materials with larger piping diameter. The exhaust manifold is guaranteed to increase the exhaust flow efficiency of the 4B11 engine. The bolt-on exhaust manifold comes complete with gasket for easy installation. The mirror finish of the Tomioka exhaust manifold adds a stylish upgrade from the cast iron factory exhaust manifold.
Exhaust system upgrade is not complete without the addition of downpipe. The Tomioka exhaust manifold needs a matching downpipe to meet its increased exhaust flow. The Tomioka Racing widemouth downpipe replaces both the factory housing and downpipe. The downpipe styles a wide-mouth opening bolted to the turbo exhaust housing and a 3-inch piping connected to the factory test pipe. In Tomioka style, the downpipe is constructed from stainless steel 304 materials and mirror finish that exhibit quality and top-notch craftsmanship. The downpipe comes complete with gaskets and hardware to bolt-on to factory Evolution X.
When the header and downpipe were installed on the GSR, it was ready to get tuned on the stage 1 upgrade. During the initial dyno pulls, the car ECU was definitely thrown off by the increased exhaust flow. With a little bit of tuning, this GSR achieved a peak power of 320whp and torque of 340 pounds-feet of torque on Dynapack dyno. The red arrows show the efficiency gained from the exhaust manifold and wide-mouth downpipe installation with engine tuning. The turbo spool is greatly improved with substantial gain on the low RPM power and torque.
With the success of stage 1 upgrade it was ready to move on to stage 2 modifications. Tomioka test pipe for the Evo X is a straight-through design constructed from stainless steel 304 materials. As in Tomioka tradition, the test pipe is bolt-on and comes with all hardware necessary for installation. To complement the larger turbo and 1000cc fuel injectors are the Tomioka Racing high flow fuel rail which supports up to 650 HP applications. The fuel rail is constructed from high quality aluminum and comes with all the necessary hardware for bolt-on installations.
The last mod on stage 2 is the Tomioka Racing Sigma Turbo. The journal bearing turbo is rated at 550hp with upgraded 21 PSI (1.5Bar) actuator. The Sigma turbo has larger compressor inlet and outlet diameter of 61.4mm and 82mm respectively with 58.8mm and 67.1mm turbine wheel diameter. More value added feature is the ported and polished exhaust housing which comes standard with the Sigma Turbo. All of this with the turbo 100% bolt-on!
With all the parts installed on the GSR, it was ready for the stage 2 dyno tune. With a very safe tune and on 91-octane pump gas the GSR achieved peak power of 362 whp and 306 pounds-feet of torque.
The GSR experienced turbo lag and loss of torque compared to the stock turbo but it gained substantial top-end power with the Sigma turbo. With a slight aggressive tuning, the GSR managed to hit 379 whp and 331 pounds-feet of torque on Dynapack.
Finally on 100-octane gas, we stopped after the GSR hit almost 420 whp at 27 PSI of boost with stock camshaft. It was an exciting dyno runs for one day!
Full potential of Tomioka Sigma turbo is not yet realized. With higher lift and degree camshaft, the GSR will meet or exceed the spool time of stock turbo and gaining higher top-end power along the way. Another important bottleneck is cooling. The GSR had reached the optimum cooling from the stock front mount intercooler. A more efficient intercooler is definitely needed to match the full potential of the Sigma turbo. After all of that is achieved, the Evo X GSR will truly be a sleeper with a quality & affordable turbo!
Check Out the Video !
Testing of the new
Tomioka Racing Exhaust System
for Mitsubishi Evolution X
This month we tested Tomioka Racing full line of exhaust products for the Mitsubishi Evolution X. We had the Catback, Exhaust Manifold, Downpipe and Test Pipe for our lucky 2008 Mitsubishi Evolution X MR. This stock 2008 Evolution X had a base power of 227 whp and 258 lb/ft of torque on our dynapack dyno. This Evolution X was ready for its exhaust makeover.
At first glance, the Tomioka Racing Dual-Tip Catback resembled a polished factory catback. In fact, it was more than a mirror finish look. The Tomioka Racing Dual-Tip Catback is constructed from stainless steel 304 materials with 3-inch piping throughout the pipe. The catback is TIG welded and it comes with a resonator on the mid-pipe. Inside the muffler chamber, Tomioka cat-back has an internal core mesh design that balances the cat-back sound and performance. For those customers who like to keep the sound down, the cat-back comes with pair of silencers.
The Tomioka Racing Tubular Exhaust Manifold for the Evo X styles the same characteristics as the catback. Constructed from stainless steel 304 materials with larger piping, the exhaust manifold is guaranteed to increase the exhaust flow efficiency of the 4B11 engine. The bolt-on exhaust manifold comes complete with gasket for easy installation. The mirror finish of the Tomioka exhaust manifold adds a stylish upgrade from the cast iron factory exhaust manifold.
Exhaust system upgrade is not complete without the addition of downpipe. The Tomioka exhaust manifold will need a match to meet its increased exhaust flow. The Tomioka Racing Downpipe replaces both the factory housing and downpipe. The downpipe styles a wide-mouth opening bolted to the turbo exhaust housing and a 3-inch piping connected to the factory test pipe. In Tomioka style, the downpipe is constructed from stainless steel 304 materials and mirror finish that exhibit quality and top-notch craftsmanship. The downpipe comes complete with gaskets and hardware to bolt-on to factory Evolution X.
When all the pieces were installed on the car, it was ready for the second round of dyno runs. During the initial dyno pulls, the car ECU was definitely not used to the increased exhaust flow.
It barely registered an increase of power, about 5 whp and 5 lb/ft of torque, although the car did register a better performance overall especially after 3000 RPM. But more work needed to be done to match the increased exhaust flow. After tuning and matching the ECU parameter we saw real improvements in performance. The Evo X achieved a peak power of 298 whp and torque of 317 lb/ft plus better performance across engine RPM.
With all the excitements of the power performance gain, we actually had forgotten about the last piece in exhaust upgrade, the test pipe. Tomioka Test Pipe for the Evo X is a straight through design constructed from stainless steel 304 materials. As in Tomioka tradition, the test pipe is bolt-on and comes with all hardware necessary for installation. Once the test pipe was installed, we saw more gain to the Evo X. The final number achieved was 314 whp with peak torque 316 lb/ft. Once again, the power was improved across all engine RPM.
After all the exhaust upgrade, the Evo X was not as loud as everyone was expecting.
The driving experience was definitely different than before. In the words of the owner of the Evo X, Dino, who happens to be the owner of SoCalEvo forum, ” The exhaust is actually quite stealthy at idle. The volume is close to stock except for a deeper rumble, but once you start opening up the gas the car produces a totally different tune from the stock exhaust and the turbo sound is much more pronounced with the Tomioka exhaust manifold in place.” You can check out the catback sound clip here and here with the silencer.
|True Performance Revealed…
16182 Gothard Street, Unit P, Huntington Beach, CA 92647
Phone: 714.602.5741 Fax: 714.625.8538
We are glad to welcome Mitch Pederson to the Edo Performance team. Mitch is the premier tuner of stand-alone engine management systems in SoCal and he will be handling the tuning and installation of:
- AEM EMS (Subaru STI Box), custom application, Vipec, Motec systems
- AiM Dash and Datalogging
- Sensor Management (MAP, Brake Pressure, Temp, Shock Pots, etc)
- Track Side Data Analysis
Mitch brings more than 10 years of applied engineering and tuning experience to the team. We will be posting more of his tuning videos here at EDO!
EDO Performance – Professional Tuning, Scheduled Maintenance, Installation, Engine Rebuilds, and Transmission RebuildsThursday, February 17th, 2011
EDO Performance is your high performance parts specialist and we also offer professional installation, tuning, and rebuild services. Put our years of experience building high performance vehicles to work for you.
From simple installs to complete engine swaps, our professional service staff is here to help you reach your high performance goals.
If you’re tired of waiting for other shops to fit you into their schedule because of whatever reason, check out EDO Performance!
Here at EDO Performance we take pride in our work. As such, we have a strict ratio of 1 technician to 1 vehicle. Our technicians will take your vehicle from start to finish every step of the way. This takes out any confusion when there are several different technicians working on a vehicle.
We’ll work with you on any project, whether small or large. We like to keep you in the loop and up to date with your ride. With our ratios we can even send you email updates, with pictures (if applicable) every couple days.
Come make an appointment, meet the team and take a tour of our facilities. We’ll take care of your ride.
We offer several services, including:
Regular Services and Scheduled Maintenance
- Dealer Scheduled Maintenance (30k, 60K, 90k, 100k)
- Tire (Rotation, Mounting and Balancing)
- Timing Belt Replacement
- Oil Change
- Transmission, Differential, and Radiator (Fluid Change)
- Engine Diagnosis (CEL codes)
- Compression Tests / Leak Down Test
- Fluid Leak diagnosis
- Minor Fabrication and Welding (MIG)
- Custom Turbo Installs
- Turbo Kit Installs
- Intercooler Installs
- Clutch Replacement
- Aftermarket Product Installation
- Up-Pipe Install
- Engine Swaps
- Hybrid swaps / WRX
- Exhaust install
- Intake install
Performance Tuning Services
- Dyno Tuning
- Cobb AccessPort
- Turbo XS Delta Dash
- EMS HyDRA
- MEGA SQUIRT/ Stand alone
- DynaPac for 2 and 4 Wheel Drive Vehicles
- Engine rebuilds
- Manual transmission rebuilds
- 5-Speed to 6-Speed transmission upgrade
- Power Packages are available for your vehicle!
- Contact us for Power Package details!
If you need anything that isn’t listed above, don’t hesitate to ask.
Contact us for more details on any service!
If you’re in the Huntington Beach area just stop by or give us a call today to schedule and receive a complimentary vehicle performance evaluation!EDO Performance
16182 Gothard St, Unit P
Huntington Beach, CA 92647
HUNTINGTON BEACH, California (Febuary 14, 2011) – EDO Performance recently took on a special Acura RSX turbo build. We were initially contact by an RSX enthusiast who wanted a Full Race turbo. The RSX was completely stock and non-turbo, to be built from the ground up. We discussed a power package starting with a stage 2 turbo kit from Full Race Motorsports. As with any turbo build there are several factors to consider: can the engine handle the power of the turbo, how will a certain exhaust work with a turbo setup, do I have enough power to juice my ride?
We arranged for the RSX to be dropped off at EDO Performance once all the necessary parts for the build arrived. For a non-turbo engine to become a turbo engine, we first had to prep and build the engine from high compression to low compression. After the engine was ready we installed a Full Race stage 2 “K Series Turbo Kit” with the Garrett GT3076R. For those who don’t know the Garrett GT3076R, it takes a lot of custom work to get it fitted properly. The M7 Super Power Flow Filter was installed to protect the Garrett turbo from air particulates. The Full Race Vacuum/Boost Block was installed to distribute between the fuel pressure regulator, boost gauge, waste gate, blow off valve, and boost controller. We also rerouted the oil lines and power steering lines.
An Acura TSX 6th gear was added to the transmission. A Quaife LSD was installed to hand the power distribution to the wheels. The Thermal Turbo cat back exhaust was custom fabricated in-house with a 3 inch section to fit the Full Race downpipe. The rear bumper was cut to perfectly fit the exhaust. We customized a bracket and utilized the Walbro high performance fuel pump, which can support up to 500hp (at the crank). To power the RSX a lightweight performance TR Battery with the TR Battery adjustable tie down was installed.
The M7 Super Cooling Oil Catch Tank was installed to collect oil, moisture, blow-by gas and also to work with the custom breather. Using the M7 oil catch tank will prevent carbon and sludge build-up in the intake system and engine. To handle the higher horsepower we used M7 Super Gear Oil 75W90 in the transmission and M7 Super Street GT Engine Oil 10W40 in the engine. AutoMeter gauges were installed to meter the boost and oil pressure.
Here at EDO Performance we built this RSX the ground up, from completely stock to almost track ready. We knew there was a long road ahead of us and our client had high expectations of what was proposed. Pulling a modest 363hp (at the wheels) we have another satisfied performance vehicle enthusiast at EDO Performance!
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