Ok, so the results are finally in!
After 3hrs of portwork per kit (x2 kits) and ~11hrs of manifold swapping and dynoing, with a few breaks in between (oh yes even the hail-not kidding- wouldn’t stop us) we have our information.
Once again I would like to thank AGP turbo for donating the manifolds and turbine housings to this test, MA Performance who not only was gracious enough to donate the dyno time, but also their patience to stay late and let us finish the testing after we went past our original estimate by 3-4+hrs, and to the Form and Function Performance team for the hard work in the porting, coating, and installation of these kits. Thank you also to Dan for supplying the test car for this as well.
The scope and purpose of this test was to show the effects of porting and ceramic coatings on AGP’s manifolds and Garrett turbine housings. What was tested was an older cast AGP manifold and Garrett turbine housing (Dan’s existing setup), a new cast AGP manifold and a new Garrett turbine housing as a control test to ensure design differences and any carbon buildup are not present to skew testing, a ported cast AGP manifold and ported Garrett turbine housing, and finally a ported and coated cast AGP manifold and a ported and coated Garrett turbine housing. All Garrett turbine housings were T3/T4 (50trim) housings with .63 a/r’s. The same CHRA and compressor cover were used in all tests.
This test took place at Modern Automotive Performance (MAP) located in Plymouth, MN on their Dynojet Dynamometer. It was a great facility that had plenty of room for us to perform our tests and swaps, without affecting their regular flow of business.
Test car info:
04’ Dodge Neon SRT-4 (42,xxx)
~4gal 110 leaded gas with ~2-3gal of 92 mixed in
Mods:
AGP Turbo kit, 50 trim, .63 a/r, older style cast log manifold
Mopar Stage1 PCM
FIC 750cc injectors
Walbro 255lph fuel pump
AGP’s return line kit, RRFPR set to 37psi (vacuum line on)
Ultimate racing FMIC
Ultimate racing cold side hard pipe w/ HKS SSQ BOV
Needswings 3” down pipe w/ cutout (cutout closed for testing)
MPX 3” catback exhaust (no cat)
EVC-6 Electronic boost controller set to 25psi
Apexi Neo fuel controller
Stock head, stock cams, stock intake manifold, stock TB
Test was run without any CAI on the turbo for the ease of installation of the kits.
Along with the dyno information, we used a Zeitronix ZT-2 data logging system to obtain, RPM, EGT’s (probe failed partway through testing), boost, throttle position and AFR’s. We also used two thermocouples to test temps at the base of the turbine housing (outside the manifold) and ~2in away from the manifold (in between the WG and turbine housing).
Testing procedure was to bring the test car up to temp (185 degrees Fahrenheit) before conducting three back to back dyno runs coming to a complete stop in between runs. Average time in between pulls was ~30 seconds. One large fan was used to cool the front of the car down although we still saw signs of heat soak on the motor. NO SETTINGS WERE CHANG4ED IN BETWEEN RUNS OR TESTS. The boost level remained the same, the fuel pressure remained the same, and no change on the tune.
First step was to get Dan’s car into a bit better tune (was running WAY rich) so the first 1 ˝ hrs were spent getting his car tuned better and diagnosing a few vacuum lines that blew off. Once that was done, we had a starting point and did the ‘as is’ test.
Test 1: ‘As-is’ (existing setup on car) (older style AGP cast manifold)
Results showed that the first pull was the ‘best’ in terms of power and each of the next two pulls were slightly less due to heat soak. Dyno sheet shows all three runs in this test.
Data Log Test 1 Run 1
Data Log Test 1 Run 2
Data Log Test 1 Run 3
Temp readings for surface were 330/432/506 and 220/2230/237 at 2” ambient.
Overall results: baseline for consecutive tests
:
Linear Mode
