Clemson Sports Car Club

This car belongs to Mark from Boiling Springs. He came to us today for a tune. His car was previously tuned by another shop, but he had several idle and drivability issues. He wanted to clear up those problems, as well as retune on more boost for a little more power.

Here's the setup:
F20c
InlinePro Manifold
Tial 38mm wastegate
780cc RC injectors
AEM FPR (base FP 50 psi)
Custom down pipe and dump tube
Custom intercooler piping
Precision Intercooler
eBay 50 trim T3/T4 turbo

Here is the tune from today. It's only on the wastegate, which is fluctuating between 7.1 and 7.3 psi. We plan to install the 14 psi wastegate spring in the morning and finish the tune, but we thought that we'd share what we have now. Notice how quick the 50 trim turbo spools on this car.



We'll be updating this thread soon, so be sure to check back for more charts, and more power.







And, for the video:

YouTube - Mark Youtube.wmv

This particular setups spool ridiculously quick, as it should considering it's a 50 trim. The owner wanted a reliable daily driven and "cheap to build" setup and this encompasses all of that.

The following is for those who study our work and may be looking at this setup from an analytical point of view and have taken notice at the slight dip in power pass 6100k rpms.

In this particular case and considering the characteristics of a typical log manifold on a high revving motor, it's due to the log manifold restricting this setup . A common and noticeable side affect of log manifolds is cylinder cross contamination. This is more evident by the fact that injectors values are lesser at 9k rpms than at 6k rpms. Keep in mind that cylinder cross contamination has several different effects on a motor depending on the exhaust manifold design. In this particular case, unburnt fuel in the exhaust manifold reverts back into another cylinder which amounts to telling the ECU to inject less fuel to maintain proper a/f ratios. Hence lesser injector values at 9k than at 6k rpms. Generally speaking, you can say it's choking the motor since some of the HOT exhaust gases have nowhere else to go but back into the motor depending on the level of cross contamination... Add the turbulance of all theexhaust gases joining together at such a short distance from the motor and this adds to the issue.

This depends on the amount of boost as well. At some boost levels, it's easy to spot and at other boost levels, you would never know it's taking place although it actually is. You can still have cylinder cross contamination on a single scroll side-mount turbo setup but it generally has a different affect. Generally the VE of the motor is still affected but not nearly at the same extent. Usually side-mount setups don't have exhaust gases reverting into another cylinder. Instead, the exhaust pulses interfere with each other but to a lesser degree because of the greater distance from the exhaust manifold and the fact that each cylinder has it's own dedicated path for a well enough length instead of converging violently like in a log setup. Solution, divided housing manifold WITH DUAL WASTEGATES and this effect is eliminated.

Back on topic.

Mark, like many of the standalone ECU setups (such as AEM , PowerFC, etc..) we've tuned, come to us mainly because of drive-ability issues. A lot of people don't realize this but tuning for power is actually the most straight forward aspect of tuning. On the other hand, tuning for drive-ability and partial throttle is probably the most time consuming depending on the EMS used.

^^^ Truffff

Hubert speaks the truffff.

Well, we finished tuning Mark's S2k yesterday. I brought the charts home with me to upload and post, but I can't get it off of my SD card like usual. Not sure what the issue is.

So, the final numbers were 346 whp and 265 wtq. With a new large blue Tial pring (14.5 psi) installed in the wategate, boost would hit 14 psi by 4,000 RPM and slowly tapered back off to 12 psi by redline.

While a 60 trim or larger turbo would have been better suited for this setup, Mark wanted a quick spooling, fun street car, and has no real desire for more power. It feels GREAT on the street.

Here is a quote from Mark (from S2ki.com, on the tune he received)

Kirpich;77574583 Wrote:Just took my car back today. Wow! It's all there, the driveability, response, perfect idle (that I didn't have before, and even had TelosHedge form Australia help me troubleshoot).


The power comes on a lot sharper. It's almost like a kick. I really like it now, because before it was just a nuisance at partial throttle.

'Spent' spent a lot of time with this tune. That's what made the difference.

For those of you trying to decide Sc or Turbo, go turbo. Way more room for growth (remember, boost is addictive), and power delivery is just so much fun, when boost comes on, it's like a rush of power. SC is just too linear.

Update: Just found out the car had a 2mm (.074")head gasket installed.

head gasket chart factory (2.0L & 2.2L)
crushed thickness .030" .074"
compression ratio 11:1 CR 9.8:1

I wish the customer would of disclosed this crucial piece of information beforehand. When I was tuning, it struck me as awkward that the car liked significantly more timing over stock values. I'm sure on a stock compression setup (11:1), it would of knocked but it didn't knock through our Dynojet software or through AEM EMS software due to the lower compression which makes sense after all.