So with many people having issues getting over mid 400 on these cars on E85 with just a basic 255lph setup we  decided to try out some alternatives. We have done plenty of setups with inline Bosch 044 pumps as well as double pumpers but wanted to see what could really be done with a single in-tank pump (we will be trying more such as the DW pump and the new walbro when it is released).

The car we are using is a 2004 evo with the following mod list:

• Stock 2.0L motor
• Kelford 272 cams
• Kiggly HLA
• Kiggly spring and retainer set
• AMS intake manifold
• Full-Race exhaust manifold
• Ported FP Red 80mm Housing
• FP o2 Housing
• full Buschur 3″ exhaust
• Turbo xs downpipe
• ID1000 Injectors
• Aeromotive 340 HP Fuel Pump
• Vibrant intercooler
• MKC built intercooler pipes
• Tial 50mm Bov
• ProEFI 5 bar map sensor
• MKC 3 port boost control setup

MOD’s Added During Testing:

• Fuel pump 14V re-wire
• Aeromotive fuel rail
• Magnafuel FPR

First we wanted to see how far we could push this new pump given the setup above before it would start to go dangerously lean and we would have to back off, also keeping peak torque down around 400 to 420 wheel torque as a maximum as this is still on the stock block and a daily driven car.  Here you can see in the upper RPM’s the AFR’s start to go dangerously lean into the mid 13′s.  This is at 26psi @ peak torque and 30 to 31 pounds of boost by redline.  Evoscan was showing 114% injector duty cycle at redline and 98% by 6500 rpm.

After this we proceeded to do a 14V rewire to the fuel pump which gave us back around 1.0 AFR point at redline, but still left the AFR’s in the mid 12′s at redline.  Everything in the map was left the same for timing, fuel, and boost.  Evoscan was showing 114% injector duty cycle at redline and 98% by 6500 rpm.

Our last addition to try and get more flow from this setup and keep the AFR’s safe, is we installed an Aeromotive Fuel Rail and Magnafuel Fuel Pressure Regulator.  The idea here was to see if we could up the base fuel pressure enough to give us the needed fuel at redline and bring the AFR’s back to a flat 12.0 at the current boost level.  We first tested at 60psi base, then 55psi, and finally 50psi.  Again, everything in the map was left the same for timing, fuel, and boost.  Evoscan was showing 114% injector duty cycle at redline and 98% by 6500 rpm.

Even with the added fuel pressure, the Aeromotive 340lph fuel pump can’t keep up similar to an un-modified walbro 255lph HP unit. Personally I was hoping that it would be able to sustain and hold good AFR’s on E85 up to 525whp or 550whp on our Dynojet dyno. Next we will be testing the walbro fuel pumps when they are available this summer. Here are the final numbers for the car with a safe AFR at redline. This was at 25 to 26 psi again at peak torque and 29psi at redline.

Video of the tach on a mildly modded 2008 Audi S4.

 Who would have thought, an STi drive-train in a box, LOL. Well that’s what we received for Andrews’ 2003 WRX when he decided it was time to get rid of the inferior WRX transmission and remaining drive-train in favor of the much beefier STi 6 speed transmission and drive-train. Along with installing the STi Transmission we also installed a brand new ACT HD 6 puck clutch kit.

Also some new Power Slot slotted brake rotors were installed in the rear along with Hawk pads to match the front brake setup on the car. Another upgrade we are doing for Andrew along with the STi drive-train swap. This is a brand new Grimspeed Intake Manifold with a beautiful black powder coated finish. This piece is truly a work of art and a very nice addition to this build.

Along with the intake manifold upgrade, Andrew was looking to switch over to E85, as we have been putting the bug in his ear for the past year or so with so many E85 tuned cars in and out of the shop. The plan was always to switch out the RC 750cc Injectors in favor of the Injector Dynamics 1000cc High Impedance injectors, as they will allow much more room as the modifications progress.

These injectors are a direct fit with a top feed fuel system and they do not require the need for a bulky and cumbersome injector driver box to be wired into the car. For fuel rails we chose the brand new just released T1 Side Feed fuel rails over others on the market as we were able to keep more dollars in the customers pocket and still get as good of quality or better than the competition. The reason for the fuel rail swap was that Andrew was already complaining of the dreaded early model WRX fuel smell from the engine compartment while driving, and the fact future modifications are planned.

We ran into a bit of a hang up when we went to install the T1 fuel rails on the TGV deletes that Andrew already had from Grimspeed, but they were from a top-feed WRX setup. Because of this the T1 fuel rails did not line up ever so slightly plus the pitch angle of the injectors along with the height would have been way off. So we called around first to Grimspeed to find out how far out they were on another set of side-feed ported TGV deletes; more bad news as they are out over 2 weeks. A Quick Phone call to Tony at T1 Race Development and we found out at this time they don’t have anything for top-feed TGV’s. So we were on the look out for some side-feed TGV’s as Andrew used his original units as the core exchange with Grimspeed. Luckily we had an extra set in the shop and Scott went to removing the TGV butterflies along with welding up the holes the shafts leave. After this he went to porting and honing them for a very nice consistent and transient flow into the cylinder head.

One last item that was installed before tuning was a Vibrant Performance Vaccum block as before there were quite a few “T” connections for all the various vaccum/boost sources like boost gauge, blow off valve, fuel pressure regulator, etc.  One thing that was sharing a vaccum/boost source was the fuel pressure regulator, and that is something of a tuning concern for me.  The FPR should have a stand-a-lone vaccum/boost source and if it were a speed density car running a map sensor instead of the MAF meter; that as well should have it’s own vaccum/boost source.

After some initial setup of the injector scaling and latencies in ECUFlash, along with re-scaling the MAF meter we started doing base dyno pulls with moderate boost before going WOT.  When everything was finally dialed in we were able to extract 286whp and 249wtq on 91 octane pumpgas with a toal boost pressure of 18psi.  Next we drained the tank of the 91 octane pumpgas in favor of E85.  The first initial pulls on E85 was to make sure the re-scaling of the injectors netted us safe AFR’s during spool up of the turbo.  After some full WOT pulls at 18psi to get the MAF scaled right for E85 we upped the boost to a max of 23psi and were able to make 336whp and 307wtq, and increase of 50whp and 58wtq over the 91 octane tune.

If you would like to look at all the pictures we have of this car and of this build, please click here.

 This 2010 Evo X GSR turned out very well for such little modifications done to it overall.  With just changing out the factory cat back exhaust with the Perrin Performance Stealth Dual Exhaust System and also removing the factory catalytic converter in exchange for a Ultimate Racing 3″ test pipe for post turbo modifications; The only other physical changes to the factory parts was a Works Drop-In Panel Filter and a Perrin Performance Turbo Inlet Tube. 

 The car’s stock ecu was tuned with the Cobb Accessport and the boost pill was removed from factory boost control system while still utilizing the dual factory solenoids.  With a final tune of 25psi we were able to net a total of 334whp and 330wtq.

If you would like to check out all the pictures of this car, please click here.

We finished up the assembly of Adam’s 2.0L shortblock.  Sure is nice to look at when assemblied with the cleaned and painted block along with the new oil pump attached to it.  Cylinder head will be going on next and then we’ll drop it in the car.

If you would like to check out the all the pictures on this build please click here

This is the initial tear down and diagnosis of Nick’s motor after we pulled it from the car.  By the looks of the cam gear position with the Fidanza cam gears it’s a wonder how this motor ran at all.  We will be tearing the Cylinder head from the block and having it inspected and fixed for any bent valves.  The shortblock will be sent to Egnlish Racing for a very stout 2.4L Long Rod shortblock.

If you would like to check out the all the pictures on this build please click here

We just got back from the machine shop with a basket full of goodies for Adam’s BBY baby.  Fully balanced rotating assembly for a 2.0L engine build up using Eagle Rod’s and Wiesco Pistons, and for bearings we are using the ACL Race series rod and main bearings.  We should have everything cleaned, assemblied, and painted in the next day. 

If you would like to check out the all the pictures on this build please click here

Craig brought us his beautiful 2006 Evo 9 SE to up the power on pump gas and also have an E85 tune as well.  After some discussion on the power he was looking for along with a clutch to hold the power, we decided on a new Vibrant 3.5″ FMIC and MKC 2.5″ Custom Aluminum  Piping setup to compliment the 3″ Turbo Back Exhaust the car already came in with. 

 The factory air box was not able to be retained with the new 2.5″ Intercooler Piping, so the factory intake tube was retained, and a MAF adapter and cone filter were added to clear the piping.  For fueling needs we added the standard Walbro 255 HP Fuel Pump kit and the tried and true ID 1000 injectors that we use in all of our builds here at MKC.  Along with these parts, we also added some Kelford 272 MIVEC cams which compared to other Evo 9′s that I’ve done on E85 and 3opsi on stock cams; this mod was good for 10 -15whp and wtq over the stock cams throughout the RPM range.

Once on the dyno this car tuned out very easy on both pump gas and E85, most of the time was spent dialing in the MIVEC table for the Kelford 272 cams.  Here are the dyno results of the pumpgas tune on 23psi and E85 tune on 30psi.

If you would like to check out the all the pictures and build sheet please click here

I had the luxury of tuning an exceptionally well built 1997 Honda Civic hatch back this past weekend.  Justin came to us earlier this year for an E85 tune on the ID2000 injectors, but from the outset of that session we were doing quite a bit of troubleshooting as the car came in with a code 9 CEL.  After some discussion of whether to switch to another ecu or tuning solution, Justin took the car back home to talk with HonData about the issue with either the S300 unit or the ECU itself giving us a halt to tuning.

Once on the dyno this weekend we had zero issues whatsoever, besides NOT making power. With a quick sync of the ignition timing it was on to tuning, at 15psi is cracked off over 460whp.  Next we upped the boost to 20psi and it made over 530whp, and at 25psi it was north of 610whp.  After some cool down we turned the boost up some more as the injectors were barely being used, and fuel flow/pressure was fine from the FullBlown Dual Walbro fuel setup; So at 30psi it was just under 700whp, but at 33psi we made 715whp. 

If you would like to check out the all the pictures and build sheet please click here

ProEFI is offering for a limited time only the EVO8 and EVO9 plug and play kit in two packages at 30% off list price for the month of June!

Package 1 – Pro128 ECU and adapter harness – $1750 Retail value – $2699.99

Package 2 – Pro128 ECU, adapter harness, 5 or 7 bar map sensor, and Wideband kit – $2000 Retail value – $3024

Comms cable when purchased with either kit – $225

ProEFI offers both the Pro48 and the Pro128 plug and play units for the Mitsubishi 1st, and 2nd Gen 4cyl turbo cars, as well as the EVO8 and 9. The listings with the ** are only available with the Pro128 ECU.

Fuel

Ignition timing

I-Boost Control (5 stages of boost curves that can be selected to be targeted against Vehicle Speed, Time, or Flex Fuel input)

Flex Fuel (ability to run any mixture of E85 with the ECU making on the fly adjustments to boost, spark, and fueling based on Ethanol content).

Antilag Boost control – 5 different target boost levels

TwoStep Launch Control – 5 different target RPM’s

Hi/Low Octane switch – Allows the user to easily change the calibration to run pump gas and race gas settings

Nitrous Control – up to 4 stages

Control multiple fuel pumps in stages for easier fuel pressure control at lower flow demand

Automatic Transmission control with converter slip calculations to help with converter selection and seemless converter lock up engagement.**

Manual transmission Gear position indicators and clutch slip calculations**

2 channel Knock control with knock windows and true knock frequency filtering**

Variable CAM control

Fuel Pressure Feedback and fault control to monitor proper fuel delivery to prevent engine damage due to fuel system failure

Oil Pressure monitoring to alert when low oil pressure conditions occur

Radiator Pressure monitoring to warn for excessive coolant pressure in case of a weak head to cylinder block seal, or cracked cylinder.

Traction Control**

Closed Loop O2 Feedback with Internal Wideband O2 sensors**

Multiple Fault Management strategies to save the engine and alert the driver incase of sensor failure or tuning errors

CAN Display connectivity – 52mm Can Gauge, and 4.5 x 4.5″ CAN display.

Meth injection – ability to control methanol injection and tune appropriately for it

Modified by KC is switching Hosting providers. We will be bringing the entire Gallery section back, along with some enhancements.

If you are looking for a piece of Information or need some assistance. Please call the shop at:
913-432-8468.