Remember this crazy thing? Well it’s back! Now with rear metal flares covering the massive 335 Hoosier slicks out back and an extra little something in the power department, so keep reading…
So as if previously making nearly 800 whp wasn’t enough, I had somehow convinced Dmitry to switch to cooler burning and turbo friendly E85 which by the way isn’t available here in Canada but it’s just damn awesome stuff and we’re awesome and find a way to make it happen. If you have a forced induction car and have access to E85, it’s probably one of the single best things you can do when it comes to performance. Ethanol (alcohol) by nature burns cool, has an octane rating of ~105, and with roughly 40% more fuel being injected at the same time there are some serious gains to be had in the power and spool department.
Previously we tuned this car to the ~770 mark on 110 octane race fuel…. Running at approximately 28 psi of boost from the GT4094R, and even at that point the power curve was fantastic seeing over 500 wtq @ 4350 RPM and rising quickly from there to a peak of 650 ft-lbs and holding over 600 until 6700 RPM giving this extremely light BMW and incredible power curve at practically any point in the engines speed range in any gear. Not too shabby right?
In comes E85 and as you can see above we instantly net some spool (~250 rpm) and while the boost ont he E85 run is actually 4-4.5 psi less then before we’re basically right there with the 110 octane tune. Unfortunately we didn’t have a chance to play too much with timing or even turn on the PID boost controller in the VEMS because we has issues with the clutch slipping making it basically worthless once the motor tries to put the twisting force down to the rollers.
And while I didn’t have a chance to record this dyno session (because I totally forgot my video gear – my bad), there is a video of Dmitry himself taking his E30 out, on big ass slicks in the rain for it’s first ever maiden drive on this build. Racelogic traction control was working over time here at pretty much any point he decided to squeeze the loud pedal and that folks he did get on video.
Not often can we say that we get to tinker on classic cars. Now a days it’s all about computers controlling everything, and being fast no matter what the cost. Our friends at RS Autosports have in their possession a special little car that many might not even know, but when I walked into the shop and saw it there I was pretty much in awe. The lines, the looks, the nostalgia is something that you don’t quite get with modern cars these days. It’s timeless and simple construction really comes to life with this nicely restored version of VW’s little convertible sports car from over 50 years ago!
RS Autosports asked me to strap the car down on the dyno and get some base line runs from this little guy. While no one really knows what exactly the motor consists of the owner was told it is a built motor, which happens to be fed by a turbocharger (non-intercooled) that is pumped through a pair of Dellorto DRLA40 carburetors and a made for turbo twin carb rising rate fuel pressure regulator to apparently compensate for fuel under boost.
Carburetors are something we generally don’t deal with these days, and while I knew I wouldn’t be able to do any major adjustments as I don’t have any parts for these carbs on hand we thought we would run it anyway and see where we’re at and maybe with some tweaks to the fuel pressure regulator we can get the needed adjustments. It was claimed that the car has been tuned as is from the previous owner though.
Of course after firing it up we already noticed a few issues like the carbs leaking fuel out of some of their gaskets (both of them) and an overly lean idle which translated into a lean running motor throughout the engine load/speed ranges. Even adjusting the fuel pressure regulator didn’t seem to make much difference so the carbs were clearly getting fed enough fuel, there just wasn’t enough getting in the motor.
She put down a respectable 93whp @ 8 psi, with no doubt more in it if there were a way to get fueling under control. We started with a few diagnostics like checking fuel pressures and vac/boost lines to the various components. But in the end we simply had to leave the car as is, with the fuel leaks and no ability to change out the jets we surrendered to the car and took it off the dyno just to admire its fantastic lines once again.
Maybe one day it will be back and we will have another chance to strap it down to get another baseline, and have some jets ready as well!
Finished up an E30 this past weekend, the car/setup was built by another shop in Toronto who did some mediocre work. Motor was put together well it seems, but I have no idea what’s in it and neither does the owner. It’s a stroked 2.8L M20, with a cam and a little port work to the head. I think the compression is quite low, but again not sure.
My good friend Robbie @ RS Autosports remade the turbo manifold as the original was just some little pipes welded to the M20′s stock manis to a V-band exit. The intake manifold is the Ebay M50 unit that was chopped up and mated to the stock lower portion of the M20 IM. Not very pretty of course and the fabrication leaves a lot to be desired. The lip on the inside of the runners where it meets the M20 lower part is huge no doubt causing flow issues there. Throttle body is from an S2000 or K series I believe (the shop who did the original work was mainly a Honda shop).
The car came to me early in 2014 bucking and stuttering, running a 4 cyl Haltech Sport Elite box (batch injection + distributor ignition) again done by the original shop. The car barely ran, and the owner was fed up of not being able to drive the car, bringing the car back to the builder for “tuning” trying to make it all work. Before working on the car, I inspected it all and found that the crank sensor was wired backwards, and pretty much all connections made were just twisted together and covered with electrical tape. The internal MAP sensor of the Haltech box was a 2.5 BAR unit (max of ~22 psi) but the car was running no boost controller but had springs in the WG for ~29-30 psi. Obviously the ECU had no idea what to do for fueling or timing for where it really mattered.
A few pics of how the car showed up
We agreed to rip out the old ECU completely and install a VEMS ECU along with new wiring. The car will also get a new ignition system (waste spark) and run semi-sequential fueling. Along with that RS Autosports ripped out the old turbo mani, and proceeded to make a 3 pc tubular V-band manifold, and also ceramic coated the manifold, exhaust housing + Downpipe/WG combo.
Start of the wiring…
And the beginning of the 3-pc tubular manifold…
I can’t seem to find any more of my pics of the finished manifold before we put it back on the motor, shame it’s such a nice piece…
As you can also see, RS Autosports also fabbed up a catch can/vent tank for CCV with 2x -10 AN fittings on the valve cover. At the same time, the CCV tank acts as a support for the waste spark coil packs + windshield washer reservoir..
Along with that the fuel system was not exactly up to my standards with some Bosch 440cc injectors and a Walbro 255 in the tank with stock wiring, we agreed to upgrade the fuel system at a later date to some larger injectors and at the minimum rewire the pump with a relay kit. Unfortunately the owner had taken the car to someone else as he didn’t want to wait for us to re-work his fuels system. The people didn’t really have much fabrication skills or foresight, they upgraded his pumps on the transfer pump side to some sort of twin pumps going into a -6 feed, which then steps up to a -8 to the rail about 2 FT before the “custom” aluminum fuel rail they made for him. He told me on the phone about the issues they were having with the raul leaking, etc so I knew I was in for a treat once I saw the car. I was also told they went into the ECU and made some changes “because they did BMW tuning back in their homeland” whatever that means. Yay!
Last Friday the car came back to me, within 5 minutes of seeing this fuel system I was not at all shocked to find it was a complete mess. All the injectors were siliconed into the lower IM because the rail was on such an extreme angle the o-rings wouldn’t seal. The rail itself was a complete abortion as well, welded by a blind man, cut, drilled, shaved, re-drilled multiple times. Then JB welded the return AN fitting/lines on because they couldn’t get it to stop leaking there I guess.
Here’s the awesome siliconed injectors…
After taking it off and measuring the distance of the holes, they weren’t even spaced evenly (they’re supposed to be 91mm apart), also the hole sizes varied by over 1mm from hole to hole and the chamfer was sharp. I didn’t even bother to get a new injector in that hole and told him the rail was junk. Luckily the owner was there to witness all of this. I told him I should be able to call in a favor from my friend Marco @ Magnus Motorsports so that I can use his shop to custom make him a new fuel rail on the spot. And that’s what we did. Using the proper tools and machinery I made a new fuel rail with little to no fuss…
Of course after that was done, the mounting tabs for the original setup was no good since the angle of the rail wasn’t done correctly before. So off the intake manifold came to remove the old mounting points and fabricate and weld on new ones. End result was a nice snug fitting and straight fuel rail with a new set of ID1000′s installed…
I also had to put a fuel pressure gauge on the new regulator they had installed (without a gauge), so I could set the base pressure. Once the gauge was on, I checked what they had “set” it to, base was 62 psi, that of course threw the tune off completely vs the std 43.5 psi I had tuned the ECU with. But with the new injectors in I reset it to 45 psi base and plugged in the new injector offsets, re-scaled the main fuel variable and she started right up!
Next day it was on to get the car on the dyno, flush out the meth system that contained Windex washer fluid with some pure methanol and wired in a map switch so he could switch on the fly between low boost and high boost settings.
After some quick clean up on low boost, I set the meth controller dials and started to map fuel + base boost duty along with ignition. A little while later we ended up with the figures of 506whp @ 28 psi of boost with completely closed loop boost control taking care of getting the most of out spool on this setup. The 6265 being a little on the large side for what this motor actually flows IMO. I didn’t push much ignition timing or fueling because the meth setup doesn’t have any safeguards at all. Overall I wasn’t really too impressed with the Snow Performance controller.
Low boost comes in around 356whp @ 16 psi and can be run without methanol.
High boost resulted in 506whp @ 28 psi running full on methanol injection.
TQ readings didn’t pan out for the last few runs due to typical RPM pickup issues… but they’re listed in the video from a few other pulls (approximations)
And that’s all she wrote! The owner is now able to enjoy his car for the rest of the year, and next year without having to worry about what happens next!
Quick video on the dyno (excuse the crude editing lol)…
If anyone knows how much work, time and money it takes to go fast it would be JP Dias. He and his MK2 Golf have been going through a very long evolution together on the never ending quest to go fast. What used to be once his daily driver, then turned weekend racer/street car to what has now been retired be only his fun car/toy. It’s still completely streetable, heck he drives it to the dyno and then back home to this day!
Over the past few months JP has been working to get his setup a little more up to date to squeeze some more power out of his already potent setup. We came in to help JP with the engine management and fueling side of things supplying JP’s Golf with a full VEMS Standalone ECU + new custom engine harness and under dash harness for other accessories. We also decided that we were going to move to E85 fuel instead of VP’s Q16 that meant we needed larger injectors, surge tank + fuel pump.
Out went the 2x Walbro 255′s and in went a Magnafuel 750 now pulling from an 8L surge tank custom made by Marco @ SEM Motorsports here in Toronto. Of course to supply the motor I opted for the best, a set of ID2000′s from Injector Dynamics. Tony Palo and his team have done an amazing job here, I’m always blown away how well these injectors work and how easy they make it for you with the data they supply. Never has it been so easy to get proper fueling to your motor. 2200+ cc’s per cylinder and the car will idle and cruise @ Lambda 1 all day long without so much as a hiccup! It’s why we only carry ID injectors!
Some other changes to the car for this year is JP is now rocking an R32 head on his 2.8L block, with upgraded springs from Supertech. Along with that he’s running a short running billet intake manifold and a huge 90mm throttle body for minimal restrictions. The beautiful tubular exhaust manifold from SEM Motorsports + turbo remain unchanged this year. Aside from engine + electronics, JP also changed up his wheel and tire combo along with an SQS 4 speed drag transmission.
On to some pics, because everyone likes pictures right?!
Lower half of the billet 2 pc. intake manifold + fitting the new wngine harness harness we made. It was damn tight everywhere but with the right tools and planning anything can be done:
Everything coming together now, still some things to change but looks like a motor again!
I milled some brackets for the VEMS to be mounted in to the Golf’s glove box to be easily accessible and safe:
And once it was all complete and running:
First shakedown pass of the year with the new setup in race trim + celebrity appearance by Milos aka. MINT GTI:
And to finish it off, a few shots from when we went to @ Magnus Motorsports in Vaughan to use their dyno so I could tune the car:
And the final figures of 800whp @ 30 psi (32 psi spike/peak):
Time to hit the track once again for some more shake down passes! Stay tuned for more!
Some time ago, Rob @ RS Autosports noticed his NSX was starting to act a little strange, it would sputter, back fire, AFR’s were swaying more then usual so he called me up and we put the car on the dyno and I started to analyze the data logs trying to determine what the issue might be. What I noticed is that all the sensor inputs from crank/cam, to IAT, CLT, MAP were fluctuating by rather large amounts in fractions of a second.
This being a car on a speed density ECU means that the signals the ECU is depending on to deliver accurate spark and fuel to is compromised and could potentially lead to a very large problem. After comparing the latest logs with previous logs, I’ve noticed the latest logs were showing that the inputs were far more noisy then ever before and while almost anyone who has worked with a V1 AEM will know they’re quite known for odd quirks and not always running 100% this was far too odd to just brush off and forget about.
What were our choices? Well after spending many nights checking sensors and the harness we determined it’s actually the ECU and that a replacement is in order. Of course getting another PnP V1 box was an option, it’s old and as we know it’s not really that great of a box to begin with. AEM’s V2 box is far better, but AEM decided they wouldn’t make a plug and play box this time around for the NSX. Other ECU’s were considered but Rob was able to get a good deal on a V6 AEM box for Honda/Acura’s V6 engine but that needed a jumper harness to be made, which we did…
The next part was obviously setting up the AEM software wise. Of course this being an application that AEM didn’t offer on the market there was no support from AEM at all, and only dealing with plug and play AEM ECU’s before that meant a learning curve for us in getting into the nitty-gritty of AEM’s deepest settings. And if you’ve ever used an AEM you’ll know there are literally thousands of individual settings that have to be checked and adjusted. Once that was figured out, the next part was understanding how AEM interprets crank and cam signals, and of course how it all relates to now running the NSX on full sequential fuel and ignition compared to the old waste-spark setup.
Once the car was running, it was then time to sync the engine timing to the ECU, that proved to be an issue since what we didn’t know is that using the factory timing loop and certain timing guns there were issues with getting a correct reading. Most guns from the Snap-On family were effected apparently and of course using two different Snap-On timing light models we can fully agree with this information. The solution? Isolate cylinder number one directly between the coil pack and the spark plug using a good old fashioned spark plug wire. That allowed us to finally dial in and setup the sync between the ECU and the motor with perfect accuracy. A few minor tweaks and the car was running like a dream, far smoother and crisper then it ever has on the AEM V1. It was time for the ECU to get its initial tune dialed in on the dyno.
Shortly we were right on track with the power figures from last time, seeing about 490whp on 94 pump gas with approx 9 psi boost from the 4088R, with part throttle and driveability also dialed in nicely the new ECU is really leaps and bounds better then the old, dying ECU that it replaced.
Of course we both knew that the car was just so well equipped to deal with the current power levels, and was just begging for more and so more it got. I started to dial in the AEM’s closed loop boost control for a set point of 1 BAR and we adjusted the dials on the AEM meth controller to add some safety to this high compression stock 160k km motor, and a few pulls later there we were, staring at a beautifully round figure of 601whp with an impressively flat torque band of 412wtq from about 4700-8500 rpm. Spool was kept somewhat conservative for obvious reasons.
Sorry for the crappy pic of the dyno monitor, I’ll get a proper screen shot and update later some time to see the full curve.
Last month we had the awesome red E30 road course car on the rollers, and we worked around some small issues and it put out a very respectable 650whp, well the owner took it come, got his fabricator to fix a few things (exhaust leak, intake/boost piping), added a nice CCV setup and yesterday we hit the rollers again. This time the logs were showing everything was going to be a great day!
Base boost ended up sitting at 240kpa (20psi) and with some tweaking the car produced a staggering 691whp and a table top TQ curve of 540wtq (over 500wtq available from 4500 RPM till redline). Then we started to turn the boost up bit by bit until we reached 28 psi (couldn’t get any more boost out of the WG setup) for a final number of 776/668 at the wheels! Just perfect for being at the edge of traction in any gear even in 5th on the back straights of Mosport! The Racelogic traction control will certainly have it’s work cut out for it even once we setup the boost by gear.
S52B32, warmed over head w/ porting and polishing, 1mm oversize intake valves, Garrett GT4094R on an Otisfold Tubular manifold, VEMS Standalone, ID1000 injectors, Aeromotive fuel system, 110 OCT from Pro Race Fuels, Fabrication by Progressive Specialties (http://progressivespecialties.ca/)
Yesterday I had the opportunity to tune a wicked little car, it’s sole purpose is to go fast, very fast on the track. The owner decided that he wanted to have enough power and grip to make sure that at any point on the track he would never be underwhelmed, under powered, or under tired.
With considerable time off from the track, this E30 went from stock fenders and a naturally aspirated S52 to a monster fully built S52, with a GT4094R turbo, tubular header, full blown fuel system HP monster. While it is a work in progress, the owner wanted to know if his investment would be able to make enough power to give him the push to finish the fenders on this beast.
The car did far more than exceed both his and my expectations on the dyno, effortlessly pulling an incredible 649whp at a lowly 18psi of boost, which is his base wastegate pressure without breaking a sweat (me on the other hand was trying to combat the heat and humidity in the car with lots of water). The plan now is to finish the car, and take care of a few small issues since the build has started and then bringing it back on the rollers to turn up the wick. This car should easily see over 800whp to quickly shrink the straightaways on the track!
Welp…. tuning got put off… after the entire issue of the fan destroying everything around it and having a hell of a time trying to bleed the system, yesterday I pulled out the WP (brand new Bosch) on after the motor wanted to constantly over heat and lack of coolant flow…. I figure something happened to it when the manual fan destroyed itself and shocked it or something.
so in the mean time I put on my wheels… 255/35′s in the back