Friday, July 29, 2011
Mr. Clean has been enjoying the driveability and reliability of his 2004 Mitsubishi Lancer Evolution GSR SSL since a year or so ago when he last called on our services to help him get back on his feet again. He had an unfortunate series of events happen prior to working with us, costing him a lot of money in broken forged and fully built engine parts due to a less than competent tune elsewhere.
Fast forward to today. Mr. Clean still loves his tune from TTP Engineering even a year or so later, his MAF sensor equipped pumpgas 93 octane tune on stock block is still flawlessly cranking out 400+whp without a hiccup. Amazingly, knowing our customer well, we are very surprised he chose to wait so long before taking the Evo up another notch with another dose of horsepower and torque.
From the photo above, its easy to see how Mr. Clean gets his nickname. For
Pro ECU Tuner Scott Davis of TTP Engineering in Orlando, FL he is a great customer. Obsessive compulsive cleaner, check lister and base coverer .
For a Pro Tuner, this means that most certainly this kind of client will make sure that the car has good condition plugs, fresh engine oil, no oil leaks, all couplers will be tight, all vacuum hoses zip tied, dipstick secured, you know... Like a boyscout, always prepared. Makes a tuner able to focus on the task at hand and not chasing down mechanical issues the client has brought in and dumped on him.
This newest stage of modifications consisted of a FullBlown 340lph in tank fuel pump, TTP Ethamax 1250cc fuel injectors, 4bar OMNIPower manifold absolute pressure sensor and custom speed density tuning on pump gas 93 octane as well as E85 ethanol. The pre-existing modifications consisted of a FP Red turbo, AMS front mount intercooler, 2.75" alum upper intercooler pipe, ported intake manifold, Tial Q blow off valve, ported cylinder head, Kelford 272 camshafts, Supertech valve springs, custom intake, Tanabe exhaust system and modified Invidia O2 housing. To connect the power from the flywheel to the transmission, a ACT XT-G6 singledisc clutch was used.
With the new parts installed, speed density tuning began on the 1250cc injectors and high pressure fuel pump. With little 93 octane fuel left in the tank, Scott at TTP optimized an effective ECU map for the first map option, landing a conservative pumpgas tune in the low 400whp range which we knew it would do going into the process. With the tank running on fumes, we moved onto what we came here to do and filled up the tank on E85 ethanol alternative fuel.
Moving onto the secondary mapping for the car which Mr. Clean can now switch with a flip of his intercooler sprayer button, Scott Davis carefully recalibrated the injectors for the new fuel. E85 which contains less energy than gasoline, requires 25-30% more fuel volume than gasoline to power the engine. With the injectors and latency scaled, the ethanol mapping was further custom tailored to suit a 27-30psi peak boost range, which with careful ECU mapping was able to boost power and torque figures to 501whp/432tq on the little stock motor that could!!
The client has worked hard to pay off their prize possession and if his takes his time enjoying his new found power, we won't blame him. He has a selection of parts and tuning that "works" at the moment for him, however when he decides he is ready to step it up to the next level, rest be assured - we will be ready for him. Stay Tuned!
Tuesday, July 26, 2011
Dave is a speed junky, period. His addition to high performance turbocharged Mitsubishis and drag racing can be seen in his enthusiasm any time you talk to him. He came from a fully customized Mazda before changing gears and picking up his 2008 Mitsubishi Lancer Evolution AWD. Since then Dave has been on a mission for high performance and cutting edge technology.
Dave had us map out his most recent build to suit his goals and budget. With his goals outlined we worked in conjunction with him to select performance parts to meet our goals. Starting with the ETS T3 TS manifold dumping to two Tial MVS wastegates, the boost was derived from a FP HTA86 turbocharger using a small T3 TS housing for fast
Fuel was fed from a walbro in tank pump to a inline pump for the additional flow and pressure our volume requirements would need. FIC 1100cc high impedence fuel injectors were employed with the duties of injecting fuel into the head. An ETS 4" intake, and upper pipes set on a stock MAF was used for driveability. Internally the stock bottom end was retained and we opted NOT to replace rod bolts as they could take the big ends of the rods out of shape with any additional pressure.
The valvetrain was upgraded with Kelford Beehive springs kit while the camshafts were upgraded to the 214-B Kelford units for additional airflow in and out of the motor. The turbokit used a vband outlet downpipe of 3" diameter which fed a Megan Racing 3" polished dual exit exhaust system with Megan Racing Testpipe.
ECU programming was completed by Master tuner Scott Davis using the latest in Evo X ECU
technology as well as 3port boost control solenoid to precisely control boost to the dual Tial MVS external wastegates. Boost was cooled using an ETS 4" FMIC before entering the engine.
Last stop on the way to the dyno was a fresh tank of E85 ethanol which is not easy to find around these parts. With only two stations within 50 miles or so, this station has become popular amongst ethanol users in Central Florida. With the tank full and a few more
5gal containers loaded up, we were ready to attack the dyno.
With the Evo X loaded on the Dynojet 424X rollers and fuel, timing, MIVEC mapping, boost mapping all optimized, the stock motor 4b11 that could, put down a respectable 545whp/412tq while maxing out BOTH the MAF sensor at 5volts as well at tapping out the full range of the 3bar MAP sensor the Evo X's are equipped with from the factory.
With the limitations reached with some of the factory sensors, Dave's next steps are to use an overbore MAF housing to lower the MAF signal and create more range to work with. We will also be moving to either speed density or 4bar MAP sensor, extending the range within the mapping that the Evo can work with. The ZChip may also be re-implemented into the system to re-scale the entire MAP sensor range while retaining the use of the stock sensor. Whatever we decide, we plan to eclipse the 600whp mark on our next trip to the dyno. Stay Tuned!
Sean is a hands on kind of guy and has learned from his experience along the way. This is not his first Mitsubishi Lancer Evolution. Its one of a handful he has bought, broken, fixed, broken again, fixed and sold, only to start the process over again with yet another Evo after the memories of the pain and suffering of all that work were forgotten. This time around he got a decent combination of parts put together to insure he would dominate the streets of central Florida.
Sean started with a 9.0:1 a forged CP piston set mated to Manley Turbo-Tuff I beam rods,
ACL bearings, balance shafts removed on a factory headgasket. Clamping the MIVEC head to the block was ARP headstuds. The head was outfitted with Supertech springs and retainers with Kelford 272 camshafts, which have been proven to 800hp+. The head received a 3 angle valve job and decking before it was all bolted together. Fueling was provided by a FullBlown Twin pump system with secondary walbro pump wired to a pressure switch so when demand was needed, the fuel volume would be there. The fuel flowed through 1650cc low impedence injectors into a Magnus sheetmetal intake.
From the front of the car, if you knew what you were looking for, you would notice the ETS 4" FMIC and Precision 6262 dual ball bearing turbocharger front facing out of where the a/c condenser used to be. Schedule 10 piping out of the head was used to build a heavy duty single scroll T3 manifold, courtesy of Full Race. The single 44mm Tial wastegate was in charge of regulating turbine exhaust pressure to the externally dumped wastegate tube while ECU controlled boost by master tuner Scott Davis was aided with the help of a GReddy Mac valve borrowed from the formerly used GReddy E01. A boost controller which was replaced in favor of factory ECU controlled boost.
With the tuning underway by Scott@TTP, the two liters of standard bore fury were unleashed with powerful boost levels on alternative ethanol fueling. With TephraMods V7 bigmaps, on 5bar map sensor speed density and ecu controlled boost with safeguards in place, Sean knew he was receiving the best ECU technology available at the time of his tuning session. The car was taken up to 90% of his injector capacity on E85 @ 36psi before it was clear that he needed to ventilate his crankcase pressure out of the valve cover. With the high boost and larger PTW clearances / ring gaps on a high boost race engine, its even more critical that crankcase gases have an adequate exit path from the valve cover. In stock form these gases are sucked out of the valve cover from the intake system, but in Sean's case, with a front facing turbo, there was no intake. So we left him with instructions to use -10 lines to a breather can to clear up the pressure under the pistons.
With peak boost settling to 36.5psi @ 7000rpms, Sean's IX made peak power at 7000rpms with just a little room to spare on the fuel injectors. With his twin disc Tilton clutch holding all the power and torque, the Evo IX was able to hold a ass planting 493ft-lbs of torque while the 4g63 ramped up to 655whp at 7000rpms with power still climbing until the crankcase pressure built up too high. Once Sean ventilates the valve cover properly and decides to step it up a little more on the boost, we are certain that he should be able to eclipse the 700whp mark. Stay tuned!
Friday, July 22, 2011
Jose's TTP 2.0L M.S. Racing Engine, FP Red turbo on
93 tuned by Scott at TTP!
Jose is yet another one of our Armed Forces customer base which we have had the pleasure of working with over the past few years. Currently deployed in Iraq, Jose tries to keep his head down and his spirits up. One of the things that keep him motivated is the fact that his rally red Evo VIII is in our care with big plans ahead of his impending return from deployment. For many overseas, keeping their eye on something that makes them happy helps them pass the
time until the next stateside.
Before the latest deployment, Jose gave us a cut sheet of what he wanted to accomplish with his car. Some of those details included a TTP M.S. Racing engine of the 2.0L displacement variety using only the finest in high quality and strength components. With the new racing engine from us, he wanted a turbo that would keep up with the performance of the engine. He selected a Forced Performance Red Turbo for these duties. With more air, requires more fuel, so we opted for TTP Ethamax 1250cc fuel injectors and single walbro in tank fuel pump. While we had it all apart, the clutch was in need of some attention so we selected a unit with performance in mind that was still able to be driven nicely on the street and without breaking the bank. The ACT HD-TTP single disc clutch unit served as a great choice for this application and its 550tq holding capacity would be put to good use so it was added to the build. Some of the other mods Jose had us complete was a set of custom TTP Spec D2 coilovers,
Kelford 8-TX272 camshafts and an ETS 4" FMIC.
Jose also complained that his 2003 transmission would grind gears in 3rd and 5th gear so he asked us to perform our TTP Transmission Rebuild service. More information about this service can be found here: TTP Transmission Rebuild Service .
With the turbo and engine able to flow much more efficiently at high CFMs, Jose requested the porting of his exhaust manifold. Out came the carbide porting bits and high speed pneumatics to do work, improving the gas flow and volume of his exhaust manifold before reaching the twin scroll turbo inlets.
Once the porting was complete, we put a few coats of extreme high temp coating on the manifold to prohibit rust and installed the turbo, tubular o2 housing and wastegate all as one complete unit.
The FP Red turbo was primed before installation and wastegate pre-load set by the TTP technicians so that when it came time to begin tuning the Evo, there would be no need to fiddle around trying to adjust a 500*F wastegate. Do it right, do it once are words we work according to.
With the 700-1000 break in miles completed on conventional oil, it was time to step up to the FP Approved line of oils containing synthetic formulas with high phosphorous and zinc to protect the turbo and engine from wear. FP now requires special oil be used in order for them to honor any warranty on their journal bearing turbos.
Once the good stuff was swapped out for the dino-oil, master tuner Scott Davis got to work on the TephraMods V7 mapping complete with 3port ECU controlled boost for precise control over spoolup, deterring boost taper at upper rpms as well as add additional safeguards to drop boost to wastegate pressure in case of a problem. With the new race engine dialed in with the turbo, injectors, FMIC and Kelford cams, the 93 octane tune reached a respectable 423whp with 375tq.
When Jose gets a few miles under his belt, his next steps are to max out the FP Red on E85 ethanol fuel to 500whp+ and then explore larger turbo options. Stay Tuned for the latest details on this sick ride!
Thursday, July 21, 2011
Marshon's 500whp+, stock 4g63 HKS 7460R ball
bearing E85 beast tuned by Scott at TTP!
Marshon a.k.a. "Robocop" is one of our growing list of Hoo-Rah armed
forced clientele. After taking tour after tour in the sandboxes of
the world, every soldier deserves to have something to look forward
to back here in the states. For Shon, its his 2004 Mitsubishi Lancer
Evolution GSR 5sp. AKA "Ladyblue" came to TTP Engineering in Orlando
Florida all the way from Maryland looking for a competent shop to
take care of her. She found here place here under our care and we
appreciate working with her as she appreciates being taken care of.
Shon's been an enthusiast for some time now and it shows in the way
he has taken care of the car. I don't remember ever seeing such a
shiny bluebyyou color since they were showroom new in 2003. His
attention to detail shows in the way he has outfitted and cared for
LadyBlue. Each time he visits us for upgrades and/or tuning services
I swear its rolling on a new set of wheels and tires. Haha.
Shon's list of modifications consist of a Double Pumper fuel supply,
Precision 1000cc fuel injectors, INJEN Intake kit with upper pipes
kit, 4" Inch Garrett Race Core FMIC, Ported 65mm throttle body,
Ported & Polished intake manifold, AFI Tubular Header, (HKS GTII
7460R), tubular O2 housing, Megan Racing Downpipe, Megan Racing Cat
Delete Pipe, HKS Carbon TI catbackm exhaust system. Shon also opted
for a CNC Ported Head w/ 1mm oversized valves, Kelford 272 w/
Fidanza Cam Gears, Supertech Dual Springs & TI Retainers Kit and NGK
BPR8ES spark plugs. Before coming to us, he had installed Eagle
H-Beam connecting rods with AMS Ross 9.0:1 pistons w/ ACL Racing
Bearings of the 85mm variety. Rounding out the mods were Ralliart
Spark Plug Cables, CBRD Aluminum Race Radiator, HKS SSQV BOV, BR
catch can system.
While tuning his original FP Red turbo, we noticed that spoolup was
much slower than normal which prompted us to further test the car to
determine the problem. Upon investigating a few areas of the car we
made the determination that the FPRed developed axial play (journal
bearing wear) and had it mailed into Forced Performance for repair.
The HKS 7460R was the hot topic at the time and through research
Shon decided on this new ball bearing offering from HKS. Ball
bearing offers better reliability and faster spoolup than the FP
line of stock frame turbos which utilize journal bearings which wear
out and fail often as did in his own case.
With the HKS 7460R bolted in and TephraMods V7 with map switching,
high resolution mapping and many other features loaded up by master
tuner Scott Davis, we offered up the 3 port boost solenoid option to
Shon as a recommendation to improve both boost response as well as
deter boost dropoff at upper RPMs. He agreed and off we went tuning
on the Dynojet 424x chassis dyno. Before long we had the twin
walbros and PTE 1000cc injectors maxed out at 101% injector duty
cycle as pictured above but not a moment before eclipsing the 500whp
mark on VDR. The DJ424x reading was jumbled so we opted to use the
VDR numbers which mathematically support the figures based on E85
and 1000cc injectors on twin walbros at 101% IDC.
Shon is currently enjoying the power levels as he is getting the
cosmetics of his Evo upgraded with powdercoated bits. Our next stage
of upgrades will employ speed density tuning by Scott Davis on E85
with new 44psi map sensor as well as a possible upgrade to EF4 or
ATP's new GTX series twinscroll, stock exhaust manifold mating turbo
lineup. Stay Tuned!
Wednesday, July 20, 2011
Andy's 500+whp 2006 Evo IX GSR tuned by Scott@TTP
on Alternative Fuel!
Andy's 2006 Evo IX GSR 5sp has been a customer of TTP Engineering
for a while now. After being unhappy with tuning results from a
local Supra shop he came to find the experts in the Lancer Evolution
at TTP Engineering.
Last time Andy was in the shop, he was sporting a FP Red
turbocharger, turbo back exhaust, walbro fuel pump on 1250cc
injectors with a TTP inline secondary fuel pump system. He had
previously had installed BC 280 cams and springs/retainers on a
Cometic headgasket before he found us. Had he done so prior to
spending money on the BC cams and cometic headgasket, we would
surely have warned him of poor results from using these products.
We made the most of his part selection and setup after catching him
mid-way into heading down the wrong modification road and was able
to upgrade the Evo with larger injectors, a supplemental fuel
supply, and trick dual mapping where the latest in ECU technology
could be utilized by master tuner Scott Davis. Along with the last
stage of upgrades by TTP Engineering we also employed a 3 port
electronic boost solenoid capable of handling PRECISE boost control,
no matter what boost level or turbo was chosen.
In this case, like many others Andy has his FPRed fail on him within
12-18months of high boost E85 use and decided to upgrade to the FP
Black turbo. A turbo similar to the Red with a larger turbine wheel.
Still on E85 Eithanol and with Scott Davis at the controls, he was
able to pilot the new FPBlack to the tune of 501whp/ and 380tq with
the stock MAF sensor and inferior BC280 cams.
With the new found power, Andy now joins the ever growing list of
500whp+ stock block TTP Engineering tuned Lancer Evolutions around
the country. Once he gets used to the power, our recommendations are
an upgrade to a custom grind of TTP Spec Kelford Camshafts,
replacing the inferior cometic head gasket with a Cosworth unit and
moving to speed density on a 44psi map sensor so we can remove the
MAF sensor and free up any potential restriction in the intake.
Kyle's 2006 Evo IX tuned by Scott at TTP using ETS
Kyle came to find TTP Engineering through word of mouth and
experiencing his own first hand experiences with some of our many
raving fans in his hometown of Pensacola, FL. Like many other
customers of ours, Kyle wanted only the best to custom program his
ECU so the 6-8 hour drive was well worth his time investment. With
TTP Engineering's new business model structure we are now able to
facilitate tuning and consulting in other cities as we used to back
in 2005 when we started. Kyle took advantage of our new model and we
were able to catch him at one of our Georgia tuning facilities,
saving him some driving time over our Orlando, FL location.
Kyle's Evo IX was outfitted with a turbo-back exhaust system, walbro
in tank fuel pump upgrade, ETS FMIC and ETS intercooler pipes set in
brushed steel finish. Utilizing the stock Evo IX Td05h-16g turbo, he
chose an ETS intake to insure a free flowing system offering
excellent air filtration to keep foreign debris from entering the
engine. To preserve driveability at his performance levels, Kyle
opted to retain his stock IX metal blow off valve that in our
opinion works perfectly fine for his application. Controlling boost
was the responsibility of a Hallman Pro under hood manual boost
With the Evo IX strapped to the rollers, Scott Davis was able to
carefully extract optimum power and torque levels while improving
driveability and efficiency. Using Tephramods V7 bigmaps to improve
ECU resolution, helped insure that Kyle receive the most advanced
intellectual ECU programming available with the most up to date
features available. Using V7 style mapping on the ECU, maximum power
and torque while offering the utmost in safety could be accomplished
at the controls of Scott at TTP.
Starting the pulls in the 300whp range on the Dynojet 424x, it was
not long before the custom tuning session was complete and Kyle had
a whole new vehicle again to enjoy on his long trip home. By the end
of the tuning session, the '06 Evo IX laid down a respectable 357whp
and 347tq on mere pumpgas 93 octane. Needless to say, another raving
fan was created by the end of the day and Kyle is considering either
a turbo upgrade or move to ethanol alternative fuel as his next
step. Stay Tuned!