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
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.
