TTP Engineering is the authority in Mitsubishi Lancer Evolution aftermarket performance and tuning.

Monday, October 24, 2011

Smurfzilla's 2.4L, Twin Scroll 6265BB air cooled on E85 and tuning by Scott at TTP!



Smurfzilla's car went down last year due to some poor decisions on his part with the car. He has made it clear that he doesn't want to relive such havoc. Hurell had paid for an internet tune for reliability and power, but evidently they misunderstood him and thought he wanted some windows installed into the side of his engine block instead. Unfortunately or fortunately for him, this caused the need for this big build in the first place.

Whether a mechanical issue in overaggressive tune, a car going lean or merely a vacuum hose popping loose off the fuel pressure regulator. How internet tuners can expect the customer to bear the responsibility of keeping tabs on all of these things is quite ridiculous. This provides the be even more important when it comes to high horsepower vehicles. There is never a replacement for an on site Pro Tuner at the live controls that can see, hear, smell, touch and feel what is going on with the engine on tuning day with the cat-like reflexes to let out of it if something goes arye.



With the old engine reduced to an unusable core., Hurell was ready to step it up to something bigger and better than he had before. From the outside it would seem as if he spared no expense in building his new road rocket. His build was very well thought out and planned. Staying on top of technology and what's hot at the moment, Hurell chose to build a long rod 2.4 L high compression engine for use with ethanol. He chose carefully in his modifications to only use quality products from some manufacturers such as Mahle, Clevite, Cometic, GSC, fuel injector clinic, AEM, Turbosmart, Precision Turbo and the self admitted best decision yet, tuning by Scott Davis of TTP Engineering LLC.

Anyone that's been in this business of automotive performance knows a car or engine is the sum of its parts. Crap parts in crap results out, quality parts in quality results are usually to follow. Sometimes quality parts can be installed but not always 100% correctly setup. In Hurell's case there were some adjustments that had to be made before the car could be tuned effectively. Some Fidanza adjustable gear settings needed to be set properly. Using the 4G63 timing belt on the 4G64 engine will always have the timing marks one half tooth off which requires an adjustable gear on the exhaust however on the intake using a MIVEC gear (Evo IX), this cam is not externally adjustable and either requires the gear to be advanced or retarded one half tooth to compensate for the 4G64 block's taller deck height. These adjustments were made as well as some of the other issues handled before it came time to tune the vehicle as not to waste precious dyno time.

Hurell was kind enough to throw a parts list together for his build here so that others could get an idea of what went into putting it together:

Engine:
2.4 Block
MAHLE MOTORSPORTS CUSTOM PISTONS (10.5)
TOTAL SEAL PERFORMANCE RINGS
MANLEY TURBO TUFF LONG RODS
CLEVITE RACE ROD BEARINGS
CLEVITE RACE MAIN BEARINGS
CLEVITE THRUST BEARING
ARP MAIN STUDS
COMETIC CUSTOM 87mm HEADGASKET
ARP 625+ SUPER ALLOY HEAD STUDS
FERREA +1mm INTAKE VALVES
FERREA +1mm EXHAUST VALVES
FERREA DUAL VALVE SPRINGS AND SEATS
FERREA TITANIUM RETAINERS AND LOCKS
SBI BRONZE VALVE GUIDES
GSC POWER-DIVISION S3 CAMSHAFTS
CLEVITE BRASS FREEZE PLUGS
CLEVITE BALANCE SHAFT BEARINGS
BORE CYLINDERS
POWER HONE WITH TORQUE PLATE
DECK BLOCK
LINE HONE MAIN JOURNALS
POWDERCOAT BLOCK
O-RING DECK
MACHINE FOR EVO OIL SQUIRTERS
MACHINE FOR COSWORTH OIL SCRAPER
MACHINE FOR MIVEC OIL LINE
BALANCE ROTATING ASSEMBLY
KNIFE EDGE AND POLISH CRANKSHAFT
CHECK ROD BEARING CLEARANCE
CHECK MAIN BEARING CLEARANCE
CLAY BAR FOR PISTON-VALVE CLEARANCE
MACHINE HEAD FOR OVERSIZED VALVES
RESURFACE HEAD
STAGE 3 PORT AND POLISH
POWDERCOAT VALVE COVER AND OIL PAN
OEM BSE (stubby shaft)
MAPerformance Mivec oil return
Gates T167RB1 timing belt
Gates accessory belt
Fidanza Cam gear

Spark/Fuel:
FIC 2150's
AEM fuel rail
BlaqOps Double pumper
Upgraded fuel line and all fittings to AN
Spoolin up COP
OEM NGK iridiums

Turbo/Exhaust:
Precision Turbo 6265 1.00 A/R
JDL Twinscroll Tubular Manifold
Turbosmart Comp40 Wastgates
JDL Wastegate Dumptubes
JDL 3 inch Downpipe
JDL Intercooler (3.8 Garrett Core)
JDL LICP/UICP
Turbosmart Raceport BOV
Tomei Ti Expreme
Tomei Ti Test pipe (because I can, lol)
Autozone Race filter (Spectre), just got my Vibrant so I will be swapping that out this weekend. Just needed something for DD purposes

Tune(r/ing)
Stock ECU
Tephramod V7 Bigmaps
Speed Density
Map Switching
ECU Controlled Boost
Scott from TTP Engineering

Cooling/Air Conditioning Solution:
CBRD Half Cut Radiator/Fan
Mishimoto Cooler Thermostat
Evo Compressor
Civic Condenser




On the day of the Dyno tune session we advised Hurell that ECU controlled boost instead of his AEM tru boost, would be the best for the performance and control of the boost curves and taper while providing extra safeguards such as boost drop in case of engine knock or detonation. Hurell agreed so we enabled ECU controlled boost as he already had the three port boost solenoid from his old setup.

On our last street session with the car we got it up to about 24 psi before the ignition would misfire. It was getting late that night so we instructed Hurell to change his plugs heat range from Denso IH22 to the stock ILFR7H iridiums as they are a good plug for the car and his cylinders will already be cool from the lower thermostat and use of ethanol fuels cooling properties. Any further colder and he was just asking for misfires as the heat range lacked the proper characteristics to ignite the fuel properly. While ordering new plugs he had noticed that some of the old plugs also were cracked which contributed to the misfires. Once he installed the new plugs he was able to achieve the boost level we left him at on our last street tuning session without having any misfires. Personally we thought he would have been in the 500hp range, however he swore up-and-down that his car was faster then a 600 hp car. We were about to find out with a baseline pull on the Dyno a few moments later that he was right.

As it turns out with an 18 psi start value creeping to 24 psi at 7000, he was right on the money as the car layed down and impressive 631 hp right out-of-the-box on our wastegate pressure street tune which even surprised us here at TTP. At this point our objective was to work on the boost curve with the initial start PSI and ending PSI, flat-lining from spool up to the end of the pull. After a few Dyno pulls, the boost curve and spool up characteristics were looking great and we were able to turn the duty cycle up across the board. We made some small increments a little bit at a time until we achieved 32 to 33 PSI of boost pressure on the twin scroll precision 6265 turbocharger. With the fuel maps maxed out and injector duty cycle at 100% we were out of fuel at an impressive 760 wheel horsepower. We tried what we could to get some more fuel out of the car by reducing the injector size that the engine control unit would see but there just wasn't any left to spare from the twin pump system as it was 100% maxed. Despite our attempts at 34 to 35 PSI of boost we did have to abort the run at 7000 RPMs. At this stop rpm, the car was making 778 hp with 578 tq on its way to 800+.

We turned the boost duty cycles down a bit and called it a day. Our next plan is to work with the fuel system to find our missing fuel supply and/or replace the parts necessary to improve our fuel volume. Once this is done Hurell's next plans are to revisit the dyno and shoot for 800+ wheel horsepower.

Thursday, October 20, 2011

Cuco's smaller FPRed turbocharger beats FP Black numbers with tuning by Scott at TTP!



Cuco has entrusted in TTP Engineering's knowledge and experience over the past few years to apply their mechanical and tuning ability to the benefit of his 2003 Lancer Evolution GSR. in the past Cuco was always a fan of leaded race fuel however over the course of the last year has finally decided to make the switch over to e85 ethanol fuel for its octane benefits, cooling properties and of course there's always the benefit of fuel pricing at the $2.45/gal mark. Unfortunately for Cuco living in the Tampa Florida region this leaves ethanol stations few and far between. But for the diehard racer they will travel any reasonable distance to get the good stuff.




Cuco has had quite the experience over the past two years from the stock turbo to the FP Red to the FP Black then back to the FP Red again where he's finally settled back down on what turbo works the best for his driving style and goals. With his torque peak on demand as low as 3500 rpms and the whp to deliver high rpm performance Cuco found the FP Red to be just what the doctor ordered in his fiending for maximum street performance.



Employing the Forced Performance Red turbocharger as well as a reworked head ported with aftermarket valves and ported intake manifold this Evo VIII came ready to bring it on Dyno day. Equipped with tuning by Pro Tuner Scott Davis's ECU controlled boost, speed density, TEPHRA mods, big maps, launch control, dual map switching, and TTP's own twin serial fuel pump system, Scott had his work cut out for him. Nevertheless when it came down to meeting the customers needs and goals Scott put forth his best effort and the results were an amazing 546 wheel horsepower with 468 torque which exceeded the power and tq numbers from many of the larger FP black turbochargers we have seen.

Needless to say if the customer was very happy with the results and is now back to laying down the smack on the streets of Tampa Bay Florida.

We don't yet know what Cuco's next steps will be with the car but if we know anything about him we know that he will go big or go home.

SurferJeff tests a ETS journal bearing 5857 on stock block E85 tuned by Scott at TTP!


Sadly Jeff suffers from a disease many of our best clients share with him. The disease is called not enough. This disease has been plaguing racers ever since engines were invented. It fuels the fire within any racer to move forward and keep improving. Ever since we've known Jeff he is always been driven to improve both the performance of his vehicle as well as his driving skills.



It seemed like just yesterday that we were tuning Jeff's Forced Performance Black Turbo. Frankly it almost was ha ha. Although Jeff was happy with the results of the performance of his FP black and the tuning by pro ECU tuner Scott Davis, the combination of parts and turbo was just not enough to satisfy his thirst for high performance.



In Jeff's mind he has a goal. His goal is to reach 10 second quarter mile elapsed time. With this goal in mind Jeff needs enough horsepower to propel him to this trap speeds he needs to accomplish his goal while making up for the deficiency in his inexpensive single disc ACT street disc clutch system as well as less than professional race car driver skills lol.

You can have all the power of the world but if you can't get it to the ground with the right parts and driving skills and you're really going to have an uphill battle. With that said our goal was to create enough horsepower to overcome Jeff's cheap clutch choice and less-than-perfect driving skills to still accomplish his elapsed time goals with a little room to spare.

At the last minute a deal fell into his lap that he could not pass up. A friend of his wanted to trade him straight up ETS 5857 journal bearing turbo kit for his FP black bolt on Turbo. Trying to curb his excitement he traded turbos and off to the Dynojet we went. With some more testing and tuning completed by Pro ECU tuner Scott Davis his power goals were easily met and Peaked at 572 wheel horsepower with 474tq on the little stock motor that could.

Jeff's future plans are to take the car back to Orlando speed world and try to accomplish his elapsed time goals as soon as the air dries out and temps drop below the 80 to 90° weather we've been experiencing this freezing tropical winter land we call Florida.

Eli's Lancer Evolution VIII goes from ricer to racer with Scott at TTP Engineering!

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Eli bought his pre-modified Lancer Evolution minutes outside of AMS Performance in Chicago, IL. Somehow even being so close to a reputable automotive performance shop, his pride and joy was unable to meet his performance objectives. When Eli gave us a call at our Orlando, FL facility, he stated that his Evo was in need of some TLC, mainly in the ECU reflash programming department.



Some of Eli's complaints were the stalling of his engine at traffic lights and stop signs, his poor gas mileage of 16-17mpg, and his overall performance was lacking in the seat of the pants department. With a brief question and answer session with Eli we determined that we could definitely help him out in many aspects of the vehicles performance deficiencies.



Upon meeting Eli it was determined that his vent to atmosphere Tial blowoff valve was causing him a lot of problems on a maf equipped car. Coupled with a poor idle and poorly tuned vehicle it wasn't long before Scott Davis began to work his magic on the ECU. A few Dyno pulls into the tuning session with the idle adjusted in the reprogramming of the engine control unit complete the vehicle gained incredible 56 horsepower to the wheels as well as some massive torque. Needless to say Eli became a customer for life and enjoyed his new found miles per gallon efficiency. He also reaped the benefits of the high performance, better driving car with much more power at his disposal.