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We just finished yet another build at the shop. This one the customer chose a more drag oriented setup. This car has a very good response time, and is very friendly to drive on the street.
This customers a hardcore Military man similar to the red Evo we just finished a full build on. This customers a USMC / Marine and is active duty, so of course he got a nice military discount and we also took care of him with aftermarket parts purchases & OEM giving him extremely competitive parts pricing like we do all our customers who do full builds with us at the shop.
The car was brought to us in pieces, so we worked with what we got and transformed his evo into a true street race car.
During tuning the vehicle was ran open turbo inlet, which also helps power drastically.
Temps outside: 35F
Fuel Blend E10 through E72
Mods on this vehicle are as follows:
TSComptuned 2.0LR 10.5:1 (Manley & Wiseco & OEM)
TSComptuned/McCarty Ported & Polished Cylinder Head (Kiggly/Supertech)
TSComptuned/McCarty Ported/Polished 65mm throttle body
TSComptuned/McCarty Ported/Polished Stock Intake manifold
TSComptuned Double pumper / twin walbro 255 modded
TSComptuned/Muse Upper ic piping /w Tial Q bov
Custom Forward Facing T4 Twinscroll Precision 6266 Gen2 /w open inlet during tune
Twin Tial WGA /w external dumps
Forced Performance FP5R cams
3.5" custom exhaust
DSM Graveyard 4.5" FMIC
FIC 2150cc injectors /w stock lines & Stock rail (80% IDC @ 12.0 AFR)
Buschur Baffled oil Pan
Quartermaster 8 Leg clutch
Grimmspeed 3 port
TSComptuned FiTronic Flex Fuel Program /w Ecuboost
If anyone needs any parts ported or is interested in any products we sell feel free to ask. Our port work performs exceptionally well, and you will have a hard time finding a better port/polish job.
Graph: (93, E46, E72) (Some pulls my friend was in the car some not)
Misc pics of car:
EDIT: (Its possible this vehicle may be an evo IX 5 speed gear box not an evo 8 which is what the original power graph shows)
Below is a graph of the EVO IX 5 speed which lowers the numbers. I am not 100% its an 8 or 9 gearbox at this time, so IM sharing both to avoid any confusion
or false advertising power numbers.
Last edited by tscompusa; Nov 30, 2016 at 12:51 PM.
The original Power graph I shared may not be accurate (Its set to an evo 8 gear box and the vehicle was tuned in 3rd gear).
Scroll all the way down and I shared an edited Evo IX gearbox ratio in the power program to share the IX gear power as well just to be safe in case the cars a IX gear box.
I was under the impression it had an evo 8 trans swap, but it may not, so both power graphs are being displayed just in case.
I know the 2.1 you can rev high but no low end tq, what combo would allow you to have both meaning low tq and high revs?
2.1 does make more torque then a 2.0 and can rev high.
2.0
2.1
2.2
2.3
etc
If Manley offers a full rotating assembly that's reliable and not crazy wristpin locations on the pistons ill build 2.2's. We used to use R&R 153mm custom rods for 2.2, but R&R no longer offers steel rods anymore only aluminum, so I veered away from that displacement. The last 2.2 I built is in a race evo that makes somewhere around 650whp and goes up pikes peak.
Keeping it simple id recommend = standard 2.0L = lots of revving and still good torque when you make high HP. The LR version isn't really necessary due to the fact the standard 2.0 already rev's out far enough to the point the oil pump gears will die before the engine from high rev. LR has a weaker piston due to the material taken away to move the wristpin up to accommodate the additional 6mm of rod length. Standard size pistons don't need special oil rings/grooves so the standard piston also can have better oiling control since the pin doesn't protrude into the pin hole. That said, None of our 2.3 consume oil, (which is the same piston type a LR 2.0L uses).
2.3L = lots of low end, mid range, still makes it up top, just have to stay around 8000-8500 if you want your engine to hold up due to rod ratio. The higher you rev the engine the lesser it will live.
There are still manufacturers that make 153mm rods in steel. R&R sold the steel rod business to Wagner so it will be some time before they come back if they do at all.
2.1 does make more torque then a 2.0 and can rev high.
2.0
2.1
2.2
2.3
etc
If Manley offers a full rotating assembly that's reliable and not crazy wristpin locations on the pistons ill build 2.2's. We used to use R&R 153mm custom rods for 2.2, but R&R no longer offers steel rods anymore only aluminum, so I veered away from that displacement. The last 2.2 I built is in a race evo that makes somewhere around 650whp and goes up pikes peak.
Keeping it simple id recommend = standard 2.0L = lots of revving and still good torque when you make high HP. The LR version isn't really necessary due to the fact the standard 2.0 already rev's out far enough to the point the oil pump gears will die before the engine from high rev. LR has a weaker piston due to the material taken away to move the wristpin up to accommodate the additional 6mm of rod length. Standard size pistons don't need special oil rings/grooves so the standard piston also can have better oiling control since the pin doesn't protrude into the pin hole. That said, None of our 2.3 consume oil, (which is the same piston type a LR 2.0L uses).
2.3L = lots of low end, mid range, still makes it up top, just have to stay around 8000-8500 if you want your engine to hold up due to rod ratio. The higher you rev the engine the lesser it will live.
There are still manufacturers that make 153mm rods in steel. R&R sold the steel rod business to Wagner so it will be some time before they come back if they do at all.
If you want, PM me who you recommend so i can use them. I talked to the new place Wagner and they are all about diesel stuff. He was interested in making them for these cars, but his communication was really slow so i gave up. Took him 2 months to respond back.
R&R gave me their contact info, and it really didn't get anywhere.
Nov 24, 2016, 09:08 AM
The above are just my personal preferences.
