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:
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
POWER HONE WITH TORQUE PLATE
LINE HONE MAIN JOURNALS
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
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
AEM fuel rail
BlaqOps Double pumper
Upgraded fuel line and all fittings to AN
Spoolin up COP
OEM NGK iridiums
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)
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
Tephramod V7 Bigmaps
ECU Controlled Boost
Scott from TTP Engineering
Cooling/Air Conditioning Solution:
CBRD Half Cut Radiator/Fan
Mishimoto Cooler Thermostat
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.