So here are some pretty cool dyno results with upgraded inlets I sell and with wedge tuning them. Below is a 4th gear comparison of my best dyno run before inlets in 4th gear and the two good runs I had this this week with the new inlets in 4th gear. As you can see picked up power across the board. +32whp max horsepower , +51whp midrange , +23whp top end just before 6k, +22wtq max torque . Also shown is a dyno from from my previous dyno session without inlets were i did a pull with stock tuning on full bolt ons and 100% E85 and you can see made just over 300whp which is par for the course for a dynojet on car with those mods so dyno doesn't read abnormally high. Also consider this is on a 6AT with 3% more drivetrain loss than 6MT. Overall very happy with results. After discussing the results and logs with wedge today after the dyno, we both agree there is a possibility for a dyno glory run in a couple weeks with more tuning to try and get over 500whp magic barrier for stock turbos. We will try to tune and dyno test over the next couple weeks or so to see if we can brake that limit on the dyno :) Going to be fun trying.
Mods on the car: MMP 2.5" turbo inlet intake kit, intercooler, catless downpipes, TFT charge pipe, 50 mm BOV, meth injection dual nozzle, fuel it stage 2 LPFP, NGK 1 step colder plugs gapped .022", stock everything else
Fuel: 100% E85
I have been trying to blow these turbos since September of last year running really high WGDC and boost and that's how i got the previous non-inlet dyno results but the turbos wont blow. Every time i drop the DPs (3 times in past couple months) I check shaft play and no issues and no smoke out exhaust. Amazing little suckers.
One thing I figured out from the dyno runs taking a look at the data later is that the tires were slipping and I didnt notice so there and made the most power on the 3rd run where the tires were the warmest and only slipped a little, more power to be had with properly warm tires that dont slip, lol! You can see that in the engine speed vs road speed plot below and the dips in the power vs engine speed graphs.
Also below is first the datalog of my previous dyno run shown on the chart (447whp max)
and the log of my current max hp run.
Discalimer: This is a wedge tune that runs a bit outside the stock pressure sensor range in low end, not for the faint at heart and risks were understood by me, requested by me, and went against BQ and Wedge recoomendation to do it without being able to log where the boost was exactly but I wanted to test max power with the inlets. Not reccomended for others ;) I just got my N20 sensor and harness and will be logging with JB4 pass through gauge function the boost curve in the next week or so.
You can see that it is running several psi more of boost at far less WGDC in the top end. The reason for this is the pressure loss due to the highly restrictive stock inlets.
Think about when you upgrade intake filters, what are you really accomplishing if you are still sucking all that are through those pancake flat turbo inlet pipes and about a 1.5 inch tiny tube at the bottom where it goes into the turbo, that is the horrible intake choke point to the airflow that my 2.5" inlet pipes get rid of!! They will flow 178% more airflow than stock inlet pipes because of the MUCH larger flow through areas. disclaimer: that flow calc is based strictly on the difference in flow through area ratios, no bench testing has been done.
Turbos increase pressure by increasing the pressure ratio of the air density. A turbo can only do a max pressure ratio based on its design. The stock TD03-10tk3 turbos on the N54 can only do a max of 2.3 pressure ratio at 5k rpm (published by Mitsubishi on the compressor map for this turbo) which is around the rpm where most people make peak power on the N54 with stock turbos. So if the ambient pressure is 14.7 psi and turbo can only do 2.3 pressure ratio the max boost it can produce, assuming no pressure loses, at 5k rpm is around 19.1 psi. This number can be increased a bit (<1 psi) by spinning the turbos into the inefficiency range and using E85. Now let’s say you have restrictive inlets that cause pressure loses as in the case with the N54 where the inlets were designed for just 7-8psi boost by the turbos' stock tune, at high boost demands and air flow (high CFM airflow) you could easily be losing 1 psi just from the inlets. So the pressure into the turbo could be 13.7 psi @5000 rpm and PR of 2.3 (13.7*2.3-14.7 ambient) yields a max boost possible of 16.8psi. This is exactly why you see stock turbos drop off to 16-17 psi around 5000 rpm to redline on everyone’s dyno, the turbos are choked because the inlets are choking them and that causes the turbo to work really hard and generate a lot of heat and backpressure and intake air temperatures and WGDC sky rocket because of that if you run up the max possible boost. So you see that by removing the horrible choke point restriction by the inlet pipes you free up your turbos to run more boost with less stress and really open up the performance potential of the car for higher boost tunes than stock boost.
The inlet kit is $450. Email me at mmperformanceparts@gmail.com if you are interested in buying. Picture of kit below and installed in engine bay. There are some other details about the kit but I will post another thread that announces the kit itself, this is mainly a dyno results thread for these inlets. Big props to @WedgePerformance and @BuraQ for helping me tune the extra air flow from the inlets.
oh and full disclosure, I make these in my garage, picture of kit on my garage floor ;)