My name is Dana, I live in the USA.

I have acquired the JDM type anti lag hardware for my Evolution IX. It seemed rather insufficient, so i went to make my own with more flow. I have 16mm pipes feeding the exhaust now, and a tial wastegate as a valve feeding from the UICP. My basis for insufficient stems from pictures of motorsports grade EGR ALS setups, typically found in the BTCC/WTCC/WRC along with other motorsports.

I am on the stock ecu, which is up for debate on whether or not it has what it takes. The questions and information I seek, are not if the stock ECU can handle it, however they are related to what the ECU must be capable of and hardware. I have google searched it for a while and occasionally this website comes up with results pertaining to EGR type of anti lag.

Terms that i have searched for that have led me this far are Secondary air system, SAS, Air injection, Air bypass, and many more. It took me a good while to see that people refer to it as EGR. The reason I read is typically EGR valves are used. This is never more true than if you see the EVO hardware, the valve looks like the OE EGR valve especially the seat and diaphragm.

So, enough of my


To those that have a functioning EGR ALS system:

Do you run a blow off valve or normal recirculating bypass valve to handle initial decrease in throttle postion?

Do you run an opening in the intake manifold of any kind other than standard ISCV/IAC settings? [[Jacked throttle or throttle bypas]]

Does the function of the ECU that allows EGR anti lag differ at all from standard jacked throttle or throttle bypass? Or is the EGR system nothing more than introducing the air after the motor instead of before it.

On a typical motor native to your Ford vehicles, is an ignition retard required? Also what about an ignition cut to allow more raw mixture into the manifold.

What is a satisfactory amount of ignition timing retard that would allow the post engine combustion to be effective?


http://forums.evolutionm.net/ecuflas...ctory-als.html

211ratsbud is my user name there. I used to own a DBW 2.5l Wrx that was tastefully modified. My handle on NASIOC is Dubstar112, and the EVOM handle reflects the transition to the 4g63.

Thank you in advance for your consideration it has been no easy task to find the kind of questions to ask. There has been some help from ClaudiamXG, he exists on many forums, and I dont know about here or not.

 

Not such a popular item is it?

 

hi mate you need to be on MLR

http://www.lancerregister.com/

awesome cars mate, the thing with me is once you've driven a evo you struggle to drive anything else !!

 

Im not interested in the MLR information.. No one knows how well the systems work, because they all go for a throttle jacker, or throttle bypass valve. They typically just go for the pops and bangs and leave it at that.

I noticed that the ford counterparts use the SAS systems. Ive seen some discussion here about it. Looking for input on people here who have it done the grp a stuff especially since you have acess to good ECU's.

thank you for the suggestion though.

 

I have made a couple revisions of this set up. A third one would be the original unmodified hardware. Im working on the 4th revision now.

 

any other input on EGR anti lag from your Ford set ups? gr. a etc..

 

If I remember correctly, Jimbo has EGR ALS on his Saff, so may be able to help.

Beyond that, I've limited experience with it and know of one other person who has used it too.

Have you no reversion issues with using a wastegate rather than the SAS valve (as of course the SAS valve has a 1way valve)?

My friend also ran throttle bypass in conjunction with the EGR ALS setup, rather than instead of.

I was told by a certain mapper of works WRC cars that electronically (ie fuel and ign requirments) are very similar EGR or throttle bypass- Cosworth ALS seems to retard the ign ~30deg in my experience from whatever position it'd normally be off throttle, which is a LOT more than most stock ECUs can handle, no misfire setup.

 

I'm trying to figure out if I need a one way. I see carbon in the intake piping with the oem valve as a wastegate. Still looking into it though.

You're saying that the actual ign timing is -30 or its normal high rpm overrun timing -30. My ecu can achieve -20 actual with basic fuel enrichment. I've encountered surge off throttle a couple times, well after the initial surge of a throttle lift would have ended. Unable to record uicp pressure but I'm workin on that.

Typically you say that no ignition cut would be used just retard? That is the one basic item that is critical in stock ecu workings for us Evo guys.

I've seen some search results from this forum with users applying electronic egr valves from various models.

Thank you for the input!

 

RP Lab are the gurus of anti-lag using the standard (or stock as you guys over there say) Weber ECU on Cosworth engines and can probably tell you what you need to know.

 

Any more info gents? I'll be working a new system shortly

 

There needs to be some changes made in the ecu for it work .Iirc most changed to a evo 6 ecu as the 9 is a bit harder to calibrate

there are loads of info here and a guy called ceedy has wrote loads of software changes for speed density launch control antilag ect http://www.geekmapped.com/forums/?

you can buy the leads needed here http://www.evoscan.com/mitsubishi-su...bd2-can-cables and also ecu flash to make changes

 

The air bypass valve needs to be electronically controlled for a start, what turbo are you using? Sure it can take the heat?

 

What is a good electronic valve to be using for this purpose? I assume a repurposed EGR valve from another vehicle will be prime for choice.

My current set up is electro-pneumatic. A solenoid switches air to control a valve.

I am looking to bypass a lot of air into the exhaust manifold on a PWM circuit which will reference a 3d table that uses a an undecided axis lay out just yet.