Ken has been waiting a very long time to take his 2006 Lancer Evolution IX GSR to the next level. Standing the test of time, he is one of the original long time owners of his Lancer Evolution since it was showroom new. Along the way he took the time to respectfully modify it with the help of TTP Engineering, guiding the way. From our ACT HD-TTP version clutch model to the INJEN intake and intercooler pipes system, to a full turbo-back exhaust system with TTP tubular O2 housing and a K&N drop in filter. For tuning he had Scott@TTP take care of those duties and it proved to earn him low 12 sec to high 11 sec quarter mile times with just these minimal modifications.
This wasn't enough for him though. As an engineering student through most of the ownership of the car, he was able to adjorn his urges to dump money into the car before he graduated and landed his career job. Luckily for him, he did just that and could finally step it up to the next level of performance with TTP Engineering LLC.
On his most recent stages of upgrades, we had set him up with GSC beehive springs and S2 camshafts. In charge of supplying the air to the engine was a new ball bearing version of the Forced Performance Red turbo. More air needs to be met with more fuel so out came the stock 560cc injectors in favor of the FIC 1250 low impedance units. Knowing the limits of a single walbro in tank pump, we knew we needed to push more volume from the tank. We opted to add our inline pump upgrade system to his setup which bumped up volume 25-30% over the single in tank unit as measured by injector duty cycle % used to achieve XXX whp. Lastly, although not needed, Ken chose a Forge RS polished aluminum blow off valve to round out his set of mods.
Onto the tuning and into the 400's whp range we went without hesitation. On pump gas boost 26-27psi we were able to extract a respectable 417whp before moving onto the corn based ethanol alcohol fuel.
With the tank drained and new fuel added to the mix, we quickly ramped up power and torque while keeping boost relatively similar to the pump gas maps. At this horsepower and torque level and his odometer creeping up over the years Pro Tuner Scott Davis chose to cut peak torque on E85 by means of slightly more conservative boost ramp up and instead, allowed an extra 1-2 psi at the top end of the RPM band for a fast street and strip car that would remain reliable over time. Peak power on E85 and 27-29psi of boost reached 517whp with a torque curve liable to make the driver require two hands on the wheel when mashing the gas pedal.
Tuesday, August 7, 2012
Wednesday, May 9, 2012
Kevin's 2005 Lancer Evolution MRstarted off much like any other six speed Mitsubishi racing version of the Evo. With all six gears, Teflon coated shift cables, Bilstein shocks and struts, aluminum roof panel with a vortex generator. If you look at it today, however, it looks like something taken straight off their Nurburgring with a specifications list closer matched to something from Tony Stark's personal underground garage.
This Evolution MR now features a BE Long Rod 2.4 L short block featuring high-strength American-made steel I-beam connecting rods made to forged aluminum pistons. Custom ARP ultra high-strength head studs clamp together a Cosworth cylinder head and Tomei Pro cams of the 280 duration series matched with Tomei adjustable cam gears.
Before air flows through the Cosworth cylinder head, it first reaches the A M S sheet metal intake manifold where it is met with fuel injector clinic 2150cc high impedance fuel injectors. These fuel injectors get their supply from a full-blowntwin pump system which employs dual walbro fuel pumps to suck up the fuel from within the stock fuel tank. Kevin spared no expense with this system and chose to use all AN fittings with stainless steel braided lines.
From out of the Cosworth cylinder head, the exhaust gases were spent into a JDL twin scroll exhaust manifold before reaching a precision Turbo 6466 ball bearing turbocharger. Once the turbocharger spooled up, the pressurized boost ran through an ETS front mounted intercooler which measured in at 4 inches wide. After the boost was sufficiently cooled to ambient temperature, it flowed through 3 inch upper intercooler pipes and back into a boomba 75 mm throttle body. Any exhaust gases that were not eject it out of the twin Tial MVS wastegates, made their way through the turbine section and into the 3 inch downpipe and test pipe while making a uniquely toned exit only a titanium piping cat back exhaust could produce.
Once Justin had the engine assembly complete and it was time to start the new motor for the first time, Pro ECU tuner Scott Davis from TTP Engineering in Orlando, FL was on hand to load a suitable base map to get this monster started. In no time, the beast was up and running and once the life blood of the motor showed up in the form of oil pressure on the Defi gauges, all the blood, sweat and tears that went into the creation of Kevin's project all became worth while. After some break-in miles over the next two days, oil was changed twice and onto the dyno we went with the car.
On these 9.7:1 compression pistons, we were able to efficiently run 29 to 30 pounds of boost on 93 octane, while maintaining perfect stoichiometric air fuel ratios at idle and cruising while using these very large, 2150cc fuel injectors. What that equated to 572 horsepower to the wheels with 456 foot-pounds of torque.
Then we moved on to the high-octane mapping, putting to use those 2150 cc high impedence injectors with the twin fuel pumps. We had settled on Tial spring combinations that would allow for a minimum boost pressure around 19 to 20 pounds. This would ensure that some of our failsafes which can drop boost to waste gate pressure would have minimum pressure, low enough to be safe if ever there was a need for this boost dropping feature. Typically you can double the minimum pressure as the maximum boost range on an external wastegate so in Kevin's setup . We knew that 38 to 39 PSI was going to be maxing out the high end of the boost spectrum with these wastegate springs.
With that said, we went to work on the E 85 ethanol mapping. Instantly power began to climb into the mid-600s, then into the 700s. Shortly into the 700s, we started to feel the effects of the softer wastegate springs and began having to taper up the duty cycle in the upper rpm band to maintain consistent boost pressure. Unlike many tuners in this position looking for self-glorification on their resume, we met with Kevin and had him make the call as to his goal with the car and how far he wanted to take it. He let us know that he wanted to eclipse the 800 wheel horsepower mark and with his direction, a few more ECU mapping updates carefully we will help him to 804 wheel horsepower with 560 foot-pounds of torque at 38 psi of boost on a turbocharger well capable of 45 to 55 psi.
Needless to say Kevin is very happy with the results of both his build and the tuning of his monstrous beast. The future? Only time will tell what Kevin wants to do next. But for now, rumor has it there are a number of magazines requesting feature articles on his terrific work of art. So we'll see what he wants to do after his glamour shots are complete. Haha
Friday, April 6, 2012
A gentleman after our own heart, Wayne's choice in high-performance sedans brought him to pick up this 2005 Mitsubishi Lancer Evolution MR Edition. This model just so happened to be the exact same model and color as TTP-Engineering's own personal streetcar notorious for its performance with the factory ECU just a few years back. So when it came time to work with this vehicle, it brought back a lot of fond memories. To this date, our graphite gray MR was one of our most special vehicles.
In Wayne's case, he picked up this beauty already modified with a 2.3 L stroker motor, full race T3 turbo kit featuring a precision 6262 ball bearing single scroll turbocharger. We were certain that he was excited about his new car, but he did have some hurdles along the way. Unfortunately, he had lost the first stroker motor through damaged and or melted pistons on a standalone ECU tune done by one of our competitors in the Southeast USA before getting the car back on track.
These unfortunate events happened prior to linking up with us at TTP-Engineering and the Zen Motorsports group in Northeast Georgia. Dan at Zen motorsports took over the project and got the repairs underway for him. In short time, master tech Torrey had the replacement pistons and machine work done to help bring the car back to life.
As part of the build process. The cylinder head underwent a moderate port and polish as well as o-ringing of the head. This was to ensure the combustion gases would stay in the combustion chamber and not escape into the coolant passages during high boost. With the engine put back together, Torrey also upgraded the crankcase ventilation system with a custom one-off, double ventilation -10 AN Valve cover breather system plumbed into individual carbon fiber Prosport side view catch cans.
Once the car finally started, it was clear that something was wrong. The Evo was only running on two cylinders. Through our trouble shooting, we determined that two of the Injector Dynamics 2000cc fuel injectors had seized and were unable to flow any fuel. This type of thing is typical when using E85 ethanol fuel and the car sits for any period of time. With little bit of ingenuity, we were able to free the seized injectors and reinstall them where the engine then purred like a kitten.
We retained the 5.2 bar AEM map sensor, which was already plumbed into the BJ's Sheetmetal intake, Yet opted to revert back to the factory ECU because of its vast capabilities when being programmed by an expert tuner. The air intake temperature sensor we also used from the already installed sensor in the 3 inch upper intercooler pipe. A few other performance related modifications we noticed were the Boomba 75 mm throttle body, adjustable fuel pressure regulator and custom dual walbro fuel pumps and a twin disc clutch to transmit the power to the wheels.
Onto the good stuff... The car already had some old ethanol in it at the time it went down. So we kind of did the tuning in opposite order. We typically start with the pump gas fueling and tuning first before moving on to the more aggressive alternate fuel such as ethanol, but in this case, then motorsports had already filled the tank with E85 so we ran with it.
With a base map calibrated on the street at low boost the car came to life with the baseline of over 600 hp to the wheels at near waste gate pressure. Concentrating on a solid boost curve without peaks and valleys, we custom tailored the ECU controlled and gear dependent boost maps to target 32 psi. With the fuel and ignition timing optimized for performance, it was pretty clear that with the 2.3 L stroker and the relatively undersized PTE 6262, the turbo was clearly running out of steam at a conservative 32 psi.
According to the precision turbo website, this turbo is only rated to 705 hp. After a number of pulls in the turbo, giving us all she had, the car put down a respectable 750 hp to the wheels with about 580 wheel torque. It was pretty clear from the turbos characteristics being run at 32 PSI that anymore boost would just run it outside its efficiency range so were pretty sure that an upgrade in the Turbo department is in this cars future.
Pro tuner Scott Davis made sure to utilize the throttle position switch activated alternate map switching system which Wayne could use to toggle between the ethanol map and 93 pump gas map by holding down the gas pedal and watching the check engine light flash in a specific flash pattern indicating which map the was on. With this map switching feature everything from fuel injector sizing, ignition timing, boost mapping, and fueling could all be switched back and forth in about 5 to 10 seconds depending on which fuel he was using at that moment.
With a swap out to 93 octane those levels ignition timing, fueling and injector sizing was all adjusted to safe levels on these 9.0:1 compression stroker pistons. At a more conservative boost level of around 27 PSI, we were able to extract the conservative 611 wheel horsepower with about 520 ft-lbs of torque to the wheels. After we took the car off the Dynojet, we were sure to retest the car on the street and ensure its characteristics and boost response remained the same Which sometimes has to be done when using Dynojet dynamometers as the load on the street differs from the load on the dyno.
We are unsure of Wayne's immediate plans however we think an upgrade to the new PTE CEA 6466 sounds like a winner for him.
Thursday, March 22, 2012
Anarchy99 picked up this gem of a 2006 Mitsubishi Lancer Evolution RS model less than a year ago, but his love affair for high-performance automobiles started well into his childhood. When we first met Anarchy99 he was driving an Audi TT and although it looked nice on the outside, the performance left a lot to be desired. We soon got him straightened out and into a much better platform for a high-performance driving experience.
With the purchase of a 2004 SSL Lancer Evolution VIII and some direction from TTP, he soon fell in love with the Evolution. At this point in his life, he became a TTP-Engineering customer for life. Unfortunately for him, between graduating college, and transitioning into the corporate world, he decided it was time to part ways with the 2004 not too long after that while he searched for his dream job.
Fast-forward to today and Anarchy99 has settled into his new career and is ready to pick up where he left off. Enter his new, 2006 Mitsubishi Lancer Evolution RS project pictured above.
Anarchy99 is no sheep following the herd. So when it came time to work on the performance upgrades of his Lancer Evolution he entrusted in our guidance to help point him in the right direction with regards to his goals set forth in his build up. So he came to us wanting a bad ass street machine that deviated from any cookie-cutter build that you can find on the Internet in any given forum so that is what we agreed to do for him.
Starting with one of our 2.4 L long rod, high compression racing short blocks featuring JE custom one off asymmetric pistons mated to Manley Turbo-Tuff I-beam connecting rods on ACL racing engine bearings, TTP Engineering insured that no corners were cut in the meticulous machining and mic'ing, measuring and clearancing of this racing engine block. We also carefully selected Kelford 280/276 MIVEC camshafts for use with hydraulic lifters on an otherwise stock cylinder head. The turbo configuration selected for this 2.4 L engine was a forced performance 3794 HTA configured in a forward facing manner so that the turbo had a direct path to the incoming air through the front facia which will improve performance and efficiency.
Scott Davis was responsible for the fabrication of the exhaust components that allow this configuration to work properly. He has also built a custom one off catch can breather set up which ventilates the valve cover in two locations as well as the crankcase through the dipstick with custom AN fittings.
Boost from the turbocharger runs through 2 1/2 inch lower intercooler pipes into an ETS 5 inch front mount intercooler before exiting out into a 3 inch ETS, black powder coated upper intercooler pipe. From the intercooler pipe a Boomba 75 mm throttle body takes over before entering into a Magnus motorsports V7 cast aluminum intake manifold. After this boost leaves the intake manifold, it enters into the 2.4 L engine to be met by fuel sprayed from FIC 2150 cc fuel injectors supplied by a walbro in tank fuel pump and an aeromotive in tank secondary fuel pump which is boost activated by a hobbs switch. Once the combustion process is over the spent exhaust gases are ejected through a 1.5 inch runner T3 exhaust manifold and out a mandrel bent 3 inch turbo back exhaust system.
None of the power that this car was projected to make would matter if we did not have an adequate clutch and transmission that could hold the power and transmit to it to the ground so we supplied him with a new quartermaster eight-leg twin disc clutch with hydraulic release bearing. Rated at 900 foot-pounds of torque, this clutch was up to the job of holding all the power we could give it. Unsure of what his transmission had been through with prior owners, he also opted to have us service the transmission along with adjusting the gear ratio and replacing all synchronizers for smooth shifting from here on out.
Now on to the fun stuff... A high-performance build is a sum of its parts. And rounding out a high-performance build ends with an expert professional tune of the ECU as all that hard work would be in vain if there wasn't an expert available to program the computer how to use all those parts together in the most safe and efficient manner. In this case Pro tuner Scott Davis was at the reins as usual to get this factory ECU optimized for this individual vehicle.
This set up as previously stated, was very unique and not something any cookie-cutter cut and paste "tooner" should ever be trusted with. Needless to say with a build like this, costing more in performance upgrades than it did for the acquisition of the entire car, trying to cheap out on a fly-by-night "value priced" entry-level tuner could be the most costly mistake of anyone's life if you consider what is at risk when handing the keys over and trusting someone to program and be the conductor of a symphony of parts and directives moving at the speed of 9000rpms. Luckily Anarchy99 was intelligent enough not to get lured by any budget tuner looking to "learn" on his Evo.
Once injectors were dialed in on E85 ethanol and ecu controlled, gear dependent boost control was mapped by Scott@TTP, the car violently ripped through fourth gear so fast, we had to make sure we weren't in 3rd gear, haha. Anarchy99's previous fastest car was his last Lancer Evolution at low 600hp range and he hadn't had that car in a year or so, we didn't want to overwhelm him with an insane amount of power all at once. Obviously, this type of build takes time and he has not had the time to enjoy the car in a number of months so we decided to take it easy on him to start with. With a conservative 28 to 29 PSI of boost pressure we were able to achieve a staggering 740 hp to the wheels with 540 torque. This turbo should be able to put out at least 50 psi of boost, so that should put things into perspective. Our plan is to let him enjoy the car for little while, go to a few car shows and get used to the power under his right foot before unleashing the fury at higher boost levels. Once he has gotten used to the 740 to the wheels, we will be going back to the dyno and raising the boost. We expect to see anywhere from 850-915 hp to the wheels at full tilt.
Until next time, stay tuned....
Thursday, March 15, 2012
LRM2hot's Lancer Evolution IX is clearly one of the nicest looking rally red Evo's within the state of Florida. It definitely has the power to back up its looks too, thanks to continued support over the years from TTP-Engineering and Orlando, Florida. Sporting the factory BBS lightweight forged aluminum wheels with a custom gloss diamond metallic black paint job, wrapped in 255 profile tires and sitting on Tein S-Tech lowering springs, it sure gives it an aggressive stance.
Into the engine bay, this Lancer evolution is configured with an INJEN intake system of the polished aluminum variety. Outfitted with a forced performance FP black turbocharger in Journal bearing form, this unit is responsible for supplying the compressed air forcefully into the motor. Before this boost reaches the engine. However, it is first cooled off with a ETS 4 inch front mount intercooler.
Fuel is supplied through a TTP-Engineering twin fuel pump system to low impedance 1250cc fuel injectors. The factory Evo nine metal blow off valve has been modified with additional spring pressure to be able to withstand the higher boost levels associated with this car's high performance output.
Once the exhaust gases pass through the turbine, they exit through a TTP-Engineering tubular oxygen sensor housing, before exiting out of a 3 inch mandrel bent turbo-back exhaust system.
With a switch to speed density tuning this time around, the mass air sensor was omitted in favor of and Omnipower 4 bar manifold absolute pressure sensor. With this sensor, and custom ECU tuning by Pro tuner Scott Davis, the factory ECU is able to understand how much air is being consumed by the engine and the set up can be configured based on a pressure algorithm versus a Karman vortex reading from them mass air sensor, as it does in stock form. Speaking of pressure, the boost pressure is regulated by a Pierberg 3-port electronic control solenoid custom mapped by duty cycle and individual gear by Scott Davis.
The result? And impressive 404 wheel horsepower on 93 octane alone. Power levels were limited at this level on pump gas due to the customer's request for this specific 93 octane map to be able to be run hard for long periods of time at Sebring International Raceway in Florida with the Chin Motorsports group. We obliged. As with 99,000 miles on the odometer, our primary objectives were reliability, safety and mapping suitable for these hard running circuit events.
With the more conservative road race map out of the way, our client also wanted a more aggressive "kill mode" for use in town on E85 alternative ethanol fuel. We were able to provide at about the same boost level an additional 103 wheel horsepower at a mere 27 psi with our custom ECU programming.
In contrast, at 36 psi on our old Mustang dyno this vehicle put down 488 wheel hp, but as we have been using the Dynojet 424X over the past two years, at a mere 27 psi this car did 507 wheel horsepower. So for whatever competitor that was spreading lies that are Mustang dyno read high or was mis-calibrated to overinflate dyno numbers did so maliciously as there is clearly huge difference from 488hp@36psi and 507@27psi on the Dynojet. The vehicle was making so much power that such little boost that we decided just to leave it alone once we hit 500+ on the stock engine that could...
To be continued....
Tuesday, February 28, 2012
El Diablo's stock turbo, 130,000+ mi beast tamed on E85 with a Scott Davis Protune!
El Diablo's 2003 Lancer Evolution is one of North Georgia's baddest street machines. With a carefully selected group of modifications, Kevin's goal was to maximize the performance of his Evo while keeping the factory turbocharger in the mix of things for now. Amazingly, running trouble-free Kevin's 130,000 mile old 4g63 engine was running flawlessly, despite the high mileage.
In his latest set of modifications, Kevin opted for some unique products to enhance the performance of his Lancer. already set up with a ported throttle body and stock intake manifold, Kevin wanted to upgrade his camshafts to TOMEI 260 duration bump sticks with a lift of 11.5 mm. To complement the new camshafts Kevin opted to install matching TOMEI adjustable cam gears along with his HKS kevlar purple timing belt.
Along with these new modifications was also an upgrade in the engine programming department courtesy of Scott Davis from TTP-Engineering of Orlando, Florida. The advanced engine management programming plan was to implement speed density tuning, tephra mods V7 big maps with alternate switchable fuel maps for both 93 octane, as well as E85 ethanol. Scott also recommended ECU controlled boost management along with the safeguards he has implemented into the mapping.
Aesthetically, Kevin had some unique modifications such as lensless taillights and omission of the rear spoiler. In the place of the spoiler mounting holes in the trunk, lie black steel spikes giving his car is much attitude as its owner. Unfortunately, curiosity killed the cat and in determining whether the spikes were for real or not I quickly learned that yes they were real, and yes they were very sharp. LOL
Rounding out the rear of the car is a UK Evolution trunk badge and unique Evo nine JDM rear bumper cover in a single color rally red. Typically, these bumpers are painted two colors but in Kevin's case he wanted to be unique.
Onto the meat and potatoes, cabins. Lancer evolution with the TOMEI camshafts and Evo nine turbo with speed density tuning by Scott Davis ended up with a respectable 338 hp with 355 wheel torque at a safe boost level of 24 PSI. Once the pump gas tuning was completed, we moved on to the fun stuff. E85 ethanol was used to fill the tank after a short draining session of the remainder of the 93 octane from the tank. With the new alcohol-based , and domestically produced fuel running through the 1000cc injectors, scott Davis was able to bring the engine alive with the help of the new octane boost and more performance oriented ECU programming. The end result was an impressive 404 wheel horsepower with 395 foot-pounds of torque to the wheels.
We are not sure what the future holds for El Diablo, however we think a larger turbocharger is probably in the foreseeable future. Stay tuned…
Monday, February 27, 2012
SOCOM's Lady Blue gets speed density tuned by Scott Davis on 1100 high z injectors!
SOCOM's Lady Blue is no stranger to TTP engineering in Orlando Florida. Marshon is always looking to improve his 2003 Lancer evolution. As you can clearly see from the pictures in this thread, he spares no expense on his lady blue. With his last round of modifications concentrating on the aesthetic aspects of his vehicle, he did not forget to allocate some time and energy to the performance and driveability of his Evo. This is where he gave us a call to see what he can to do to make the best of what he has.
By taking just one look into the engine bay, one can see his attention to detail. Equipped with a performance cylinder head, mated to an AFI 1.25 inch runner exhaust manifold is an HKS 7460R ball bearing turbocharger which compresses the turbo boost while exhaust gases pass out of the turbine into a tubular 02 housing before exiting out of a mandrel bent 3 inch exhaust system. The intake manifold is mildly ported while twin walbros flow fuel through recently installed fuel injector clinic brand 1100cc fuel injectors of the high impedance variety. Cooling the boost is a 3.5" bar and plate front mount intercooler.
Out back, Marshon has taken the time to concentrate on some areas of the Lancer Evolution with a JDM Evo nine rear bumper to complement the JDM taillights and APR carbon fiber time attack rear wing. The carbon fiber rear wing works in conjunction with APR front bumper canards as well as an APR carbon fiber front air splitter to keep the Lancer firmly planted on the pavement at high speeds.
With the newly installed 1100cc injectors, the high impedance resistor bypass plug installed, the next part required in this round of mo wiredifications was a four bar omnipower manifold absolute pressure sensor installed in the intake manifold. caps because we were removing the .MAF sensor from the car, we would need to also replace the intake air temperature sensor with an aftermarket unit installed into the upper intercooler pipe. This was done with a GM air intake temperature sensor wired into the formerly used MAF plug. This would feed the new AIT signal to the factory ECU.
With the foundation of parts installed and out-of-the-way, this just left the retuning of the factory ECU. Master tuner Scott Davis grabbed the reins and began to re-tweak and program the factory ECU to understand the new mapping algorithm as well as setting up the MUT protocol to send out critical data monitoring parameters to record and playback after the dyno tuning runs.
With the pump gas and E85 dual maps tuned on speed density, the final output on the little turbo that could (HKS 7460R 51lbs/min) was 387whp/345tq on 93 octane while the E85 fueling came in at 459whp/397tq making for a lightning quick spooling automobile worthy of the Nurburgring. Did I mention its already driven the Nurburgring while stationed in Germany!?