Highest MAF g/s on a k04

M

MacheteJames

Greenie N00B Member
Just finished a protune with Freek and hit 268g/s on 93 octane while on a pull in 50 degree F temps a few weeks ago. Original k04, original owner, most bolt ons (intake, TMIC, etc) but stock exhaust with just a high flow secondary cat. What's the highest g/s for a k04 car that anyone's aware of? Obviously an E mix could significantly improve this, but this number is telling me that the stock exhaust is not a barrier to maxing out WGDC on the k04 as I'm at 100%.
 
Easter Bunny said:
That's not what 100% wgdc means. A free flowing exhaust will have a greater pressure differential across the turbo allowing you to push the same amount of air at a lower wgdc
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I'm not convinced there's much else left on the table with a k04 that's flowing almost 270g/s. The old forums are long gone, but the general gospel was always that a stock exhaust with a test pipe was enough to max out a k04. A CBE is a nice noisemaker but TBH I'm over 40 at this point and don't want to hear it.
 
That was the consensus on exhaust upgrades on the ko4 when people were still using cpe standbacks. 3" full exhaust will increase power on the stock turbo. Should get at least a downpipe
 
That's always been the kiss of death for turbo seals and this car has been 100% reliable for the entire 12 years I've owned it. Anyway, this thread got off track - highest g/s for a k04? Honestly I just posted this thread to help generate some traffic on this site as the Mazdaspeed3 subreddit has turned into kids with beat to death Speeds at this point. Platform is feeling kind of end of life these days
 
Mass flow can be a little bit misleading, but 270ish is decent. The MAF cal directly influences that #, and if it's off or wonky you won't see a direct correlation between mass flow and power.

In the early days of E85, we would see over 400g/s in logs (with K04's) because the only way to run ethanol was to scale the MAF curve.

WGDC% is another misnomer, that's just a duty cycle of the solenoid, not the actual wastegate. If you went with a 3 port or even just restricted airflow to the current EBCS, that changes the scale of what WGDC is doing to the wastegate itself. If you change pumping efficiency, it will change how the system responds to that same WGDC% (hence why setups need retunes as parts change).
 
MacheteJames said:
That's always been the kiss of death for turbo seals
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lmao wut? I've had a DP for 100k / 10 years including track days, DP certainly does not equal k04 death. proper crank case ventilation, oil changes and oil level checks is key
134k still running 5w30, no smoking and no oil restrictor bolt (that's band aid anyway for crank case problems).
a proper tune not turning the turbo into a flame thrower probably helps too
 
Awafrican said:
lmao wut? I've had a DP for 100k / 10 years including track days, DP certainly does not equal k04 death. proper crank case ventilation, oil changes and oil level checks is key
134k still running 5w30, no smoking and no oil restrictor bolt (that's band aid anyway for crank case problems).
a proper tune not turning the turbo into a flame thrower probably helps too
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noob here. but what are some good crank case ventilation mods you did? pcv and occ ? are these necessary for a stock turbo, or mainly for big turbo builds?
 
automaticonlyspeed3 said:
noob here. but what are some good crank case ventilation mods you did? pcv and occ ? are these necessary for a stock turbo, or mainly for big turbo builds?
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I have replaced the PCV with a new OEM one when I cleaned my intake valves because I was there, my occ between intake manifold and PCV is NOT VTA.
if you're in a gen1/ 6 then a gen2 tip or aftermarket one helps as the breather nipple is in a better spot, also put in a damond motors sports PCV plate ( it has a baffle in it which i believe helps).

otherwise routine maintenance
 
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