FA20 Club Turbo Kit ***Evasive Tuned 251whp with 6psi***

[Evasive Motorsports]

We tested about every turbo kit you can think of Greddy, FA20, and AVO. The FA20 Club being a bigger turbo then Greddy made around 251whp on our Mustang Dyno on 6psi of boost. Less boost as the Greddy but around this same power output. The FA20 Club turbo was a little laggy from being a bigger turbo then the Greddy but still made good power.

Set up
WHP 251 TQ 197 Mustang Dyno
FA20 Club Turbo kit @6psi
Evasive Fuel System
Invidia Exhaust System

[mrk1]

Nice, which turbo is this?

[SmsAlSuwaidi]

Originally Posted by mrk1

Nice, which turbo is this?

FA20club UEL 60 trim



Thats my cousins car i couldnt come pick him up when you guys had issues with the maf.

Edit:
I Drove this car yesterday( I drive it a lot but i never liked touching it with tonis map as i always knew it could blow up any second ) and hoon'd the hell out of it i really liked the tune its a huge improvement from toni's map, night and day difference ! Sadly we couldn't dyno the car with tonis map as fuel mods were installed before the baseline pull, Butt dyno notices a huge improvement. One thing i disliked was the rpm's would stick at 1500 or so sometimes after a rev or while reversing another thing i noticed the car idled @ 12;x afr or so give or take not a huge issue . i did manage to set a CEL off for some reason and i think he's going to follow it up with you guys. The kit is the biggest mistake we did( As i help him with his car); we regret buying this kit and even the guys at evasive dislike seeing it ( Hey i don't blame you) We have plans of taking it off and selling it for something else but funds for him are an issue atm.

[lexusb3]

Nice job evasive !!!

[ecko04]

The MAF problems are due to the MAF flange placement. It causes instability with readings especially at partial throttle. This is due to the MAF flange being placed directly after a bend. During partial throttle there's a chance that air will instead pass around the MAF and not through which cause skewed readings.

This is less of an issue at WOT as there is enough air moving such as it won't impact anything (there will be a few discrepancies; if you compare the MAF readout (g/s) on WOT on multiple pulls you'll get different readings which sucks as it should be around the same value).

MAF scaling takes some time with this system due to the placement. It can be done but damn it takes some time.

The best route would be to fab up a new charge pipe and place the MAF flange on the same straight section as the BOV.

To avoid the types of issues Full Blown customers have with the MAF being so close to the BOV, the MAF flange should be further away but still on the straight section of pipe.

A pigtail extension would give the MAF harness the additional length it'll need to make this option work. At the same time who wants to make changes to a $4K system you just received?

In it's current setup, with the MAF on a bend, the ideal method would be to use a hybrid tuning method (a combination of MAF based and speed density). Perhaps MAF for when the vehicle is nearing WOT and speed density for partial throttle to bypass some of those skewed MAF readings and keep the fuel trims in check.

However, if a new intake charge pipe is fabricated the tuner would have a choice, and everyone likes choices, of whether to go speed density using the volumetric efficiency tables or MAF based or even to still use a combination of both.

[SmsAlSuwaidi]

Originally Posted by ecko04

The MAF problems are due to the MAF flange placement. It causes instability with readings especially at partial throttle. This is due to the MAF flange being placed directly after a bend. During partial throttle there's a chance that air will instead pass around the MAF and not through which cause skewed readings.

This is less of an issue at WOT as there is enough air moving such as it won't impact anything.

MAF scaling takes some time with this system due to the placement.

The best route would be to fab up a new charge pipe and place the MAF flange on the same straight section as the BOV. To avoid the types of issues Full Blown customers have with the MAF being so close to the BOV, the MAF flange should be further away but still on the straight section of pipe. A pigtail extension would give the MAF harness the additional length it'll need to make this option work. At the same time who wants to make changes to a $4K system you just received?

In it's current setup, with the MAF on a bend, the ideal method would be to use a hybrid tuning method (a combination of MAF based and speed density). Perhaps MAF for when the vehicle is nearing WOT and speed density for partial throttle to bypass some of those skewed MAF readings and keep the fuel trims in check.

However, if a new intake charge pipe is fabricated the tuner would have a choice, and everyone likes choices, of whether to go speed density using the volumetric efficiency tables or MAF based or even to still use a combination of both.

This !

Thing is the kit also lacks quality too so yeah fabbing and working on it is not worth it but you are correct with the need of a differently designed charge pipe, hell i even heard that toni is trying to come up with a replacement


Sent from my IBrick

[ecko04]

Originally Posted by SmsAlSuwaidi

This !

Thing is the kit also lacks quality too so yeah fabbing and working on it is not worth it but you are correct with the need of a differently designed charge pipe, hell i even heard that toni is trying to come up with a replacement


Sent from my IBrick

There's no trying, he has come up with a replacement. I reached out to him to design it.

There were a few ideas I kicked towards him.

1) Get rid of the 3" intake charge pipe. I don't believe it's necessary and if you have a 2.75" or 2.5" charge pipe you'll eliminate the bends that need to occur with a 3" to clear the downpipe.

2) Relocate the MAF flange to the same straight section as the BOV. However, this one change may introduce BOV interference with the MAF it it's too close (i.e. Full Blown System).

3) Relocate the BOV further down the intake charge and relocate the MAF flange to the straight section currently occupied by the BOV such that the BOV opening won't disrupt the MAF readings as can happen on the Full Blown system.

Agreed quality can be a hit or miss. I find that once everything is delivered AND installed AND it fits (like your cousins) then you're solid. Get that charge pipe issue resolved and you're golden. It's a solid system at that point.

For all the shit I give Toni, once it's up and running it's pretty good.

One more thing to note, the downstream O2 sensor is very close to the engine block, probably a few MMs. If it ever needs to be changed, that's gonna be a lot of work. You'll need to unbolt the downpipe from the over pipe, loosen the v-bands for the downpipe and header to hopefully get the downpipe to swing downwards to change it.

Toni has since addressed this with the kits he's designing now but yeah...that will be a PITA if that time ever comes.

Seems like he took other things into consideration when he initially designed it though. For example, he left ample room to get to the tensioner for a belt change.

[ecko04]

Forgot to mention, good job Evasive!

I do like the torque from this system. It doesn't hit you in the mouth with everything at once. It gradually builds.
@SmsAlSuwaidi, good job helping your cousin out! I'm sure he appreciates it.

[Evasive Motorsports]

Originally Posted by ecko04

Forgot to mention, good job Evasive!

I do like the torque from this system. It doesn't hit you in the mouth with everything at once. It gradually builds.
@SmsAlSuwaidi, good job helping your cousin out! I'm sure he appreciates it.

Thanks guys this kit needed some fab work a bit but everything went smooth.