This is the 4th installment in tuning Smartbomb’s car (Mike Kojima). The last time we ran it with the cosworth cams without much tuning. I just pulled a couple of degrees up top to combat knock. Here is the link to the last write-up:
http://www.socalevo.net/forum/index.php?topic=63624.0
This round involved swapping to a #67 pill and adding boost to recover the low end gains that we lost from swapping to bigger cams and hoping that the #67 pill will give us more WGDC to add more boost up top. It did not. While logged WGDC was lowered by 10% at the low end, and about 5-6% in the mid range, above 6500 rpm the WGDC was almost identical between the #65 pill and the #67 pill. I think the next level for this car will be the 3-port solenoid from Tactrix. It is more expensive than the GM 3-port, but it is plug-n-play and that is worth it, IMO. Another possibility is to adjust the tension on the wastegate arm to give us more WGDC to play with.
After swapping to the #67 pill, I went about giving the car an aggressive boost curve. The thing I love about working on Kojima’s car is that he loves boost and he loves to push the edge of the performance envelope. Here is the way the boost profile looked in comparison to what it was when we ran the car with the cams un-tuned:
Average peak boost went up by about 1 psi from 23.03 to 23.95. Peak boost hit above 25 psi on several occasions. The car hit the 280 load cell from 3500 to 4000 rpm and the 260 load cell from 5000-6000 rpm. That did not happen without a tune. Above 6000 rpm, however, boost was only fractionally higher than before.
The AFR was really close to the way it was before, so it is not worth posting about it. Knock was slightly lower despite the higher boost. Here are the knock charts:
If you recall, last time I pulled a couple of degrees to combat knock. This time I did not even though we had higher boost. There were no more than 1-2 counts of knock. Most of the 2 counts at the low end were from tip-in knock.
With the boost tuned the car made amazing power than when it was without cams. Here is the before and after power curves. The benchmark is w/o cams and the higher powered one is with cams:
Weather conditions w/o cams: Temp 21*C, Humidity 63%, Baro 101
Weather conditions w/tuned cams: Temp 25*C, Humidity 61%, Baro 101
The last time we ran the car w/o tuning the boost the car lost some low end power. It lost about 4 hp between 3000-3500 rpm and about 4 ft-lbs between 3500-4000 rpm. This time there were gains across the power band: 11 hp and 12 ft-lb average gain in the low end; 22 hp and 23 ft-lb average gain in the mid-range; and a stunning 29 hp and 19 ft-lb average gain at the top end. The biggest average hp gain was 30 hp from 7000-7500 rpm and the biggest average torque gain was 24.5 ft-lbs from 5000-5500 rpm.
A trademark of all Looney Tuned cars is their amazing top end. This car was no different. This Evo kept pulling all the way to the 8000 rpm redline. Mike even hit the 8000 redline a couple of times. The car simply wanted a higher redline.
So what is next for this car?
1. A new Nisei 4.5 inch IC will be installed while keeping the crash beam. Nisei has designed a 4.5 inch with contoured end tanks to allow fitment behind the crash beam. I am skeptical. Let us wait and see. That big IC should allow us to run more timing advance and more boost. We will see what we can get away with on 91 octane with that beast of an IC.
2. A hyper tune intake manifold. The nice thing about this manifold is that it allows the end user to keep all the emission equipment plugged in their place. In one magazine test this intake performed best across the power curve.
3. A bigger 280 cam (I do not remember is it is an intake or exhaust).
I am sure Kojima has other bolt-ons in mind. Eventually, we will have to take this Evo and put it on a dynojet and see if we can crack 400 whp on 91 octane gas with the stock turbo.
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Originally Posted by 1WkdEvo
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