As some of you know, I had a number of mods bolted on almost two years(!!) ago and had a road-tune performed by someone famous, if not infamous, in the business with Evos. Since I commute an hour each way and the car is now not very daily-driveable, the car has mostly sat while I've put 60,000 miles on my "commuter", a 2000 Toyota Celica GT-S (2500lbs, 180hp, 30+mpg!).

Well, I'm sick of not wanting to drive it just because the tune sucked ass. So, I'll be engaging Mellon Tuning's three-month subscription tune with my laptop, some cables, EvoScan and ECUFlash to make it more driveable. Then I'll be having a few more touches finished off by OTHER THAN Mitsu. Mitsu did most of my bolt-on work and it was average work at best. Perhaps you've heard others around here that weren't especially happy with them, either.

I don't have the time and only barely have the money to have someone else do it. So, it needs to be done right. Having it done, say, in Chicago (e.g. AMS) means, when I notice something odd I can't just pull in after a phone call and have it looked at. I've known Mike Benet over the years and he purchased Kauth & Mayeur a few years back. I've decided to give his award-winning shop a try, even though they've not done much Mitsu work. I know whom I'll be dealing with and will manage it from there. We're all hoping good things, of course.

So, other than the tune, what's in order? Really, just some touch-up:

-New, ported and coated exhaust manifold
-Stainless steel O2 housing (getting the cheap knock-off with rattling heat shield off the car)
-Stainless steel brake lines
-Whiteline Center Roll adjustment kit
-Front LSD
-Rear diff upgrade from TRE
-Re-install of short-shifter w/premium lube
-all new fluids, break-in time, and new fluids once more

gauges, sound system upgrade, and perhaps seats will be coming

My auto-x rubber is old and on the stock wheels. Excsta MX rubber is on my 17x9 wheels for the daily driving I don't do. I will put dedicated snows on the stock wheels and get a new set of 17s (or 18s?) w/R-compound OR Dunlop Direzzas. I'm really not sure yet. I want to roadrace and would rather not have a 4th(!!) set of wheels.

I hope to get the tune straightened out in the next two weeks and then get it into K&M. With luck, I may be back out on the street in a month-to-six-weeks with a refreshed tune for 93 octane and, hopefully, a race-gas tune available on my laptop as well.

I'd love to put that thing through it's paces again on the strip, auto-x, road course, and the street!!

I'll keep this place updated.

My first move is getting the Innovate LC-1 installed. Just got the bung cut in. I know it doesn't sound like much, but it's not easy to make time to get this stuff done with my schedule, etc.

Peace!

I would think a good tuning shop should have no problem tuning your car even if they are not Mitsu specific.

How does the Mellon Tuning's three-month subscription work? Send them a log and they send you the tune to flash to your ecu?

Basically, yes. They have a number of options for Evos on their website: http://www.mellontuning.com/

They'll want my ECU image and 3 3rd gear run logs. They'll return a new image for me to install w/ECUFlash.

The issues up front are idle, throttle tip-in, drastic drop in boost at shift, and crap gas mileage on the interstate. Also, the thing was tuned at 25psi peak (almost steady to cut-off) because the MBC wasn't working well. That's also why the current tune is based on a near-full tank of gas + a gallon or two of Turbo Blue. The MBC has already been replaced with the Hallman Rx so I can adjust boost in the cabin, assumedly after flashing in either the 93 octane or the race-gas tune.

Mellon has a good rep on EvolutionM.net without any bad raps. And I like what he's been doing with his own car as far as researching bolt-ons, etc. Seems like a VERY good guy all-around.

I know this is going to sound lame, but it's actual progress. I got the corner of the car up, the O2 bung cap off, the sensor through a floor grommet and installed into the O2 bung last night!

Woohoo! With any luck at all, I'll be trying to get my ECU image and 3 runs logged by the end of the weekend. With crap going on Saturday and Sunday nights both, I'm a bit dubious...

It's good to see any progress at times Kazz. Keep at it man.

ECUFlash and EvoScan with the OpenPort 1.3 cable has been achieved - never left the garage, but it all reads. Got a copy of the ROM and a short log of idle.

I need to wire in the power and grounds for the LC-1 tomorrow and get it hooked into the laptop as well.

Thanks, 'kicks!

Checked out the Mellan Tuning site should be interesting to see how it works. Glad to see you're making progress.

Thank God for mother-in-law visits! That was the motivation to get more done.

Innovate LC-1 wideband is IN with calibrate button and LED in the dash under the steering wheel. I don't have a permanent place for the LC-1 unit itself, yet. The plug from the sensor doesn't reach under the passenger seat and barely reaches under the dash/console. I think it'll end up being velcro'd to the side of the console or something 'til I come up with a better idea.

Got it all on, calibrated, and working (I believe). Ran some Evoscans. Got my wife to go out and run the laptop for me. You all have NO idea what feat that is. I told her "hit it!", waited for the audio signal from the program and hit it at 2500 or so in 3rd on the interstate. Realize this is only a 3?? hp unit, but it scared the pisswater out of her. And the "OK, stop it!", had her scrambling to refind the buttons on the keyboard. LOL.

But I got at least 5 3rd gear rips, a good minute run at 70-73, and a minute of idle in the driveway afterwards. I'll be sending them all out tomorrow with build list and wants to Mellon tuning. Chris there has been AWESOME to e-mail with. I'm hoping the experience is at least as good. I'm looking forward to more driveability, checking safety, and maybe a bit leaner highway cruise. Who knows.

I'm curious whether my 650 injectors are getting overworked, and what the A/F truly looks like. I hope to get a 100 octane tune as well. But the 93's most important for now.

I know the new O2 and exhaust manifold won't be that big of a change. But with the tranny mods, and I think a replacement driveshaft (2-piece saving like 6lbs of rotating mass!), I think a re-tune will be in order once she comes out again.

I'm not positive I'll see 400hp on race gas. But if I get bit hard enough for the next upgrade bug, I'm thinkin' 2.3, head, and a bigger snail. But, that'd be the NEXT version of the Silver Bullet, eh? LOL. Let's see what we can do just dialin' most of what's on it in a bit better first, eh? Should be a GREAT auto-x and tighter road-course car.

We've all been there. Sounds like your project is comming along well. Keep up the good work.

Freaking out the wife...Awesome. Carmen has actually been getting friends we know to go for rides in the Talon because she knows what their reactions will be. It's pretty cool.

As I suspected, the tune on the car sucks. Per Mellon every part of the ROM was touched and he wants to start with a stock ROM:

"In short the reason you're having so much trouble with the current ROM is because it has zero adjustment for the injectors and cam. It has the stock idle settings and injector scale and he tried to make it work with the fuel map and injector accel enrichment map instead so I imagine the gas mileage is terrible and flat runs like poo "

Gee. He nailed it. LOL. I don't think Dynoflash is going to be too excited about getting me the ROM file from before he touched it. But, we'll see.

I'm wondering whether replacing the 640s w/something larger now makes sense. He originally thought they were at 90% duty cycle but wants to ID them specifically. May have to pull one to get a real ID on it. Dunno how to do that yet, but, hey, it's all an adventure, right?

Just happy to be making progress!

LOL, what kind of moron would leave the stock multiplier in there. If you're going to have it reburned anyway, you might as well get the biggest injectors you think you'll ever use.

That's a hell of a find Kazz! Getting that fixed will make a world of difference.

Slow movement if not progress:

Due to the hack tune and ongoing developments in the tuning world we decided to wait for some testing on a different ROM type than the one that was on my car. While that was going on, I stewed over my injector situation. Should e85 really catch on (which, honestly, I don't think it can what with how corn and food prices have reacted to it) I'm going to want something larger.

So, I ordered some Precision 880s from Buschur.

Therefore, the new injectors, stainless O2 housing, ported and polished exhaust manifold, and BLOX front motor mount are going on. I've just received the initial tune to test. I should be going through that late next week.

Apparently, the first thing we want to do is get the mid fuel trims to set. First I'm to log 10 minutes of warm idle. Then 3500-4000 rpm cruise in 5th 'til mid trim settles, dropping to 3000-3500 if necessary. All of that cruising is to be logged as well. Then send the logs off to Mellon.

I've certainly not engaged in this science of tuning yet, but there are clearly a lot of Evo enthusiasts and tuners going nuts with it.

I'll admit I have some really high hopes. Again, I'm just glad to be driving it a bit again! Sucks to have missed Slo Pny day at Cordova, but I intend to get some runs up there before this summer's over. Perhaps on 93 and 100 or better as well!

This thread is amazing if you look at it in the context of 6 years ago, which is when I joined this board... the advances in OEM engine tuning have made the old stuff look like a Commodore 64, and the aftermarket and enthusiast community continue to push the modifications to their limits. I love it. Makes me wish Mitsu would produce a new gen GSX...

Excellent tech material, excellent car, this thread makes me happy.

When I go to other boards and see all the drama, this is the subject matter I'm looking for and never find

Got the family crap put down for now. So now we have the 880s installed along with the SS O2 and ported/coated manifold. She's much more prone to stalling when lifting off the go pedal.

Got the laptop all hooked back up. Double-checked the WB02 and tactrix cable could log. Then uploaded the new ROM.

Turn-turn-fire-die. Turn-turn-fire-die. I did it twice more just to be sure. Re-uploaded the ROM with the same outcome. She fires but won't stay running.

I'll try prodigious use of the throttle to see if I can keep it running. Put the old ROM back on to double-check. Put the new on and try it again.

I don't know much about the ROMID families, but what was on my car from Dynoflash was the 0008. The new, tephra-modded 0014 and 0015 are supposed to be compatible with that and many others. I've tried to get my original, stock ROM from Works with no call-back yet.

Ah, well. I've hired a tuning expert so he'll figure it out, right?

Just thought I'd update w/status. I'll be beating either it or the wife and family again tonight!

Yeah, sounds like a corrupt program. I had the same problem when I had a bad chip or made one . No program...No running. I'm excited to see you get the bugs worked out Kazz. That thing was hauling a$$. I can only imagine how much better it will be with a good tune.

Thanks, kicks!

Drama and Progress:

While I was trying this thing again, Mellon went back to the Dynoflash ROM that was on the car and compared every byte, putting in his modificiations to fuel and timing and unf*cking some things Dynoflash did - like modifying the knock filter!

Anyway, I had - well, I made - time this AM before work, slapped it on and she fired up. She didn't sound real happy, but I sat there for 10 minutes letting her heat up and getting logs.

The best news is that when blipping the throttle, when she would fall back down, she didn't sound like she wanted to die. That's progress in and of itself.

I'm sending off these idle logs and will be out tonight, on the road, running around 3000 RPMs waiting for mid-fuel-trims to settle. Of course, if there's anything he wants to change prior, I may be on a 3rd ROM by then.

Progress: inch by inch!

Nice! Looks like you're on the road to recovery. Are you going to be handing out mustache rides once the tune is dialed in???

I need to get timeslips, once the tune is dialed in, and get on the autocross/road course schedule! LOL!

Still arguing about the drivetrain upgrades before I do those, though, or wait 'til winter...

So, I pull up to the house after work, knowing I have a beating and speech to deliver to my 15yo, and there is a truck out front and guys power-washing the house.

Guess it's getting painted. I mean, I knew we were getting ready, but damn this summer's been nothing but running and bullshit and this is just more indication of how out of control it's all been.

Did I mention this weekend's now shot since we're heading to someone's welcome home party? Road trip.

Yeah, I have some control over this. I'm not completely whipped. But with the car down I've not staked my claim to weekends, etc. So I guess I've brought it all down on myself.

OK, enough whining.

Got home, beat the child, kissed the wife, paid the deposit for the painters, hooked up the laptop and dragged the juvenile delinquent out with me for a cruise.

Mid fuel trim came in around 9. It fluctuated quite a bit, but after a good 20 minutes plus of interstate driving at somewhat varying rpms, I assumed it was enough and e-mailed it off.

After supper there was a new ROM in my e-mail explaining it looked like the ECU was dumping in fuel so we're worried she's running a bit lean for just a mid trim number and we want it in the -5 to 5 range to optimally have adjustment in all directions for good AFR, mileage, etc. So the injector numbers went from 750 to 731.

Tucked in the wife and daughter, grabbed the delinquent by the ear, shot the ROM onto the ECU and went for another cruise. After a couple of short minutes the mid trim drops precipitously - near 1. Then it screws around, going back up. Then 2. Then 5. Then 4. Then 6. I started the drive home, getting off the interstate. She was in the 7s by the time I got to the garage.

Hm.

This is all just numbers to me. I'm glad someone understands it. Again, the best news is how she doesn't die at throttle lift, so driving it around's easier. The gas gauge seems to move as aggressively as always, so I assume, ECU helping or not, that she's runnin' pretty rich.

I still wonder if starting w/the Dynoflash ROM's a good idea. But I don't see a whole lot of choices.

It's more science than black art anymore, so I'll let the "master" analyze, rework, and advise!

As to the first part I totally agree. It's gone ridiculously fast, especially since we just bought a house, I feel I've gotten nowhere with my toys and always running around crazy or working on the house. It's madness... but lets hope that it settles when I get somewhere with my academics.

As for the assuming, are you not able to send him wideband 02 charts or values? I would think that it's way better to see wideband values rather than just mid-fuel trims. Or am I just overthinking things and you're trying to get the fuel trims to a "middle of the road" setting? I would attribute some of the difference in trim values to the difference in temperature from when you got home till when the girls went to bed as well. Of course you probably still don't want the trims that high even for a late night run.

I've tried to do some edjukatin' on it all while trying to get enough work done to seem busy. LOL.

The mid fuel trims, ideally, should come in around -5 to +5 once they settle out. Yes, they change around based on conditions, including altitude, etc. The reason we want them near those number is so that, in those extreme conditions, the ECU has plenty of room to change up as needed. If numbers are high positive or negative, I'm taking it, they have less room to fluctuate should conditions dictate more + or -.

The mid fuel trim appears to be key and is generally, initially, set by the injector "scale". That, as far as I can tell, translates to size. Changing the numbers from 750 to 731 moved mid trim down. I got an e-mail a bit ago with a new ROM saying he's stepping down to 713 to get just a bit more before we start working on WOT tuning.

From my spotty reading, it seems that, after the mids are dialed-in, variables such as injector latency voltage come into play for low trims and idle smoothness. Mix in long-term fuel trims and short-term fuel trims for low, mid, and high, and, as you can see, it gets pretty grainy.

My comment about the car running rich was based on a Mellon statement that my car was dumping in fuel (I guess that's what the higher mid fuel trim number means) and in watching the fuel gauge needle do it's imitation of a sweeping second-hand ... ... j/k, but you get the point.

There a lot of crap on all of this in the management forums at Evom. One good example: http://forums.evolutionm.net/showthread.php?t=207924&page=2

On another note, with a scarred up nose on this Evo, what do folks think of this front:

It's IX style, not VIII, but it incorporates the front of the splitter that I can't seem to quit looking at - and would kinda show up the BR Deluxe IC... LOL

Thanks for the info, that was really what I was looking for.

Two thumbs up for the front nose, I like it

nice to see some progress! I have to get a wideband setup in mine here sometime soon.

And to the front end! the IX style front looks way better than the viii IMHO.

I like the look of the nose too. I got the air-dam extension at MOD '07 for my IX but it is set back several inches from the leading edge and also made of black rubber so it isn't as visible. Another thing to keep in mind if you are thinking about getting any air-dam extension and also want to auto-X is Mitsu suggests also installing air deflecters to direct more air to the front brakes.

Thanks, all. Not sure that auto-x will need additional brake cooling, but road coursing should and I WANT to be doing that next spring come hell or high water!

As to the front, I'm torn. First off, the current nose needs a re-paint. Second off, I'm not happy w/the fitment of the carbon-fiber hood and am following up with Seibon. Thirdly, I have an idea of mixing the Apex Silver with some of the Blue By You (not in the can, but in design on the car) for a look I peeped on a TV show. Fourth (!), I like the look of the stock lip in black. Anybody with me at MOD last year saw me stop and stare from a distance at all the front ends in a row and got general agreement that the black stock lip looks better than most any other lip treatment or aftermarket that we saw. FIFTH, I'd LOVE to do some air splitter aero cuz the damn box needs it, especially on the road course, AND the APR front bumper above integrates the front of the splitter (Beatrush underpanel would finish it all off).

So, as I said, I'm torn - or, at least, undecided!

Back to the tune.

Running on the 4th ROM dropped the mids to a 1.8-ish. I wonder how far it was going to fall regardless of dropping the scale, and, now, when it's going to bounce back up. LOL. But, it is where it is.

Mellon was happy enough with the log to ask for a brief 2500-4500 WOT run which I just finished in 3rd and 4th and e-mailed it off. Currently running 23psi...

I vote for the new front end.

Hang in there, seems like tuning is the biggest pain in the a$$ when it comes down to it. Anybody can bolt on a new speed part...but tuning the car is the hardest and most important!

I really like the look of the new front end and the body color matched splitter. I am leery of a one piece nose/splitter though. I would think for the racing events you want to attend (Not to mention the drive entry angles in Peoria) that it would be better to have a replaceable splitter. Is the nose made out of fiberglass or the factory material?

BTW - I am really impressed that Mellon is willing to work over a semi-long duration with you as you guys go back and forth with logs and tunes. Very cool! You are getting there Kazz!

I purchased a 3 month subscription in order to get things running, mod, and get it dialed in once more. I changed things up and did most of those mods before we really started tuning. Perhaps that means I should get more done? LOL At this point, if I'm not up for a new turbo, it'd be about different cams, perhaps a larger throttle body and intake manifold. I'll be much happier to get the tune and then the drivetrain sorted out, first.

Fixed a nasty boost leak in the lower IC piping hose - just a clamp. Also, another, lesser leak in the upper IC piping to the BOV. I only tested up to 12psi. Changed out the filter on the Buschur Racing intake as well.

Turned in 4 2500-5500rpm runs this evening. Again, the driveability's back. I can't seem to overstate how much that, alone, makes the car that much better to drive, period.

Just wanted to post to say we're still making progress. On the 9th ROM file now. The struggle to get the right injector scaling may be over. It takes a while for those fuel trims to settle out at times, it seems. That, and the Buschur Racing intake seems to create some issues at idle. Some of the fight has been over the idle w/AC on.

Getting anxious to move on to the next mods and get out!

Have a great weekend, everyone!

Getting closer.

After I realized I wasn't getting peak boost 'til 4800 (Mellon asked), I adjusted the wastegate actuator arm. This thing came with the WR8 turbo from FP. I talked about adjustments pre-install, etc. And I pointed that out to Mitsu prior to install.

At any rate, I turned the thing likely 3 whole turns this AM.

Without touching the MBC, peak boost increase 2psi and hits around 800 rpm sooner. I'm of the opinion I should be able to get peak another 800 rpm sooner still, but I think it's clear the MBC ain't controlling the peak anymore? It must still be releasing at the psi it did before because I didn't adjust it. But the WGA is now not letting enough go as quickly?

Gonna need a basic turbo primer here. I didn't try turning down the MBC because, with the added psi and earlier hit I ceased after a couple of logged WOTS and sent them off. We'll see what Mellon says.

Not too familiar with the adj. WGA's, but... I would do 2 things... I would open the MBC all the way (PSI down), and keep turning the WGA in the direction you did until you are happy with the spool and threshold. It sounds to me like the WGA is holding open a bit, perhaps it's pre-loaded? Eithe way, I'd crank the arm with no MBC interference, then adjust final pressure from there. When ppl use the 14b/t25 on a Honda, for example, boost is adjusted on the cheap by bending the WGA bracket, which at the same time holds the flapper open at all times a small amount and killing the spool time.

This one's adjustable. And that's a good idea.

I turned her back one full rotation and went out. Peak seems to have come down a bit, but it arrives late again - like around 4800 or even later.

Taking the good suggestion (thanks!) I turned the MBC all the way down. She hadn't cooled off yet so I didn't adjust the wastegate. Peak is about 17, however, it doesn't get here until like 6000 rpms!

I'm going to let her cool down and then start adjusting it again. *Twiddling thumbs*

Taking the MBC out of the equation will give you a good read on what the WG is really doing, less artificial pressure signals. Did the company you bought the turbo from give you a general WG PSI spec?

Adjustable 17-25. I'm around 18 now...

If the WG is adjustable 17-25, I wouldn't think the MBC would be necessary until 26+ psi... Also, if you turn the WGA all the way out/up, theoretically you should see 25psi, give or take. In my mind, anything lower than that would be achieved by a set amount of pre-opening of the flapper, which in turn should increase spool time due to the automatic diversion of the exhaust gases. Perhaps there is more trickery than I know of, which is not tough to imagine... What level of boost are you trying to run? Do you have the fuel to support 25 psi from that turbo, and is 25psi within it's efficiency range?

Sitting here thinking, I guess the adjustment could (probably does) simply modify the load on the spring, not pre-open the flapper... If that's the case, having the valve pre-opened would be a non-issue. Is the WG an internal pull-type like the Mitsu turbos?

Unfortunately, at least at the moment, I can't tell you about the design, engineering, and true function of the WGA. Here's a url for the unit, however: http://store.forcedperformance.net/merchan...=Lancer-TurboHW. It won't tell you much, either. LOL.

I turned her up again and took her for a drive. Peak was 19, but it was damn late: in the 6000s. So, confused, frustrated, whatever, I turned up the MBC. I arrived at 22-23psi at around 4K on the dot with minor creep to 24 by redline. When I got home I turned it down just a pinch. I assume that will get rid of the creep.

So, turned down it delayed boost peak? Turned up, it creates creep. Somewhere in the middle is the answer. Hopefully, that's where I am.

I know that a lot of the purpose of this part was to resolve the problem the stock WG had in tapering the boost. I guess the behavior I saw makes sense, then. Too low and the WG relieves the pressure too easily. Turned up and it keeps it on.

Had to run an errand tonight. I behaved - almost. White SRT-4 was leavin' the grocery store just as I was and headed my way so I followed. Got a light next to each other, but I didn't want to sit there runnin' 5Krpm waiting for green. LOL. So, when it turned green I took off average-to-slow. He hit it a bit once he was in second as his statement. *Shrug*

We lined up in the left turn lane and waited for the next light. He made the turn and, by the time I hit second I couldn't stand it anymore. Floored it and listened to the music as I went around on the right. Probably stock, maybe not hittin' it hard, dunno.

But it's nice to have my car back!

Kazz, where are you located? I looked at the url, and watched the vids... I think I have a pretty firm grasp on the concept, and a quick call to FP verified this. The WGA is technically a spring/preloaded MBC in and of itself. The only tough point, acc'ding to FP, is making sure the zero point is set correctly. PM me if you want, if you're local we can likely get together.

Well, if it's hitting 22-24 peak by 4K I think I've got it adusted?

I'd agree... I don't know the max on the turbo, but if it's big, then a low 4k, high 3k spool seems reasonable. Plus, once you get the tune figured out, it will likely make the spool more consistent. I remember when I was running way fat my spool took a hit, and when I leaned it back out spool came back in line.

Very interesting. I tell you, it makes me think hard about going to an EBC since it, apparently, can all be logged with EvoScan with the right EBC. The other day I had my son in the car and had him stare at the tach. When I yelled "Now!" he was to quote the RPM at the time. *Laugh* Not exactly scientific.

Eh, but he enjoyed it.

Who needs a datalogger...you just need a child with a good memory! Of course mine couldn't concentrate long enough to read the tach!

Precisely why we did it THREE times. LOL!

I think we're real close to the 93 octane tune on current build, btw. Real close.

Hey! If your kids can't hold attentive, take me.

Seriously though, this build has beena long time coming! Good to hear your 93 tune is coming good!

Thanks for the support!

Definitely winding it down. MPG's up from 18 to almost 22. *Laugh*

Running her a bit ragged, finally, to thoroughly test. See when that knock might show up in some spot on one log out of two, etc.

Now I have to decide on the "next".

Front LSD, rear diff TRE rebuild, driveshaft, SS brake lines, center roll bushing kit...

But I keep thinking about the 65mm throttle body and ported manifold service from Buschur...

93 Octane tune appears done. Here's a comparo w/the Dynoflash tune compliments of DLL (DataLogLab). I can't vouch for the software other than the rave reviews around the web. But it IS comparing old to new, so I can at least take the comparison data, if not the base data, and draw some conclusions:



20 more hp 200 RPMs later and 25 more torque roughly at the same RPM (true peak torque was 1K later, but looking at the graph she was mighty close at the new peak's RPM) along with roughly 20% better fuel economy? Lots of room under the curves gained...

Damn.

Money and time well spent, I'm guessing!

Now, some day, to get her to a real dyno. *Laugh*

Color me happy and looking for open road... Autocross in Champaign this weekend. Hmmm...

Nice job...a long battle coming to an end! That's got to feel good!

So I take it that your new tune is represented by the 'benchmark' numbers.

Excellent figures Kazz! Much smoother graph as well.

Yeah - that threw me at first as well. LOL.

Perhaps key is the 7K-8K increase - that's where I lost ground at that AMS event at Cordova.

Hm.

Cordova...