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

Thursday, March 22, 2012

Anarchy99's 740whp, TTP 2.4L LongRod 2.4L's 2006 Evolution RS tuned by Scott Davis!

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

LMR2Hot's Sebring prepped road/race Evo9 MR tuned on speed density by Scott Davis!

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....