Contour Enthusiasts Group Archives Forums General General Year of the turbo

Originally posted by bnoon:
...give it all me!!!

Originally posted by Dan Nixon:
I just saw the post about the turbo PT Cruiser, hot on the heels of the turbo Neon. And we have the turbo Imprezza (WRX), Lancer EVO, boost bumps on all the VW/Audi 1.8T applications, a S/C on the new Cobra, etc. etc. I think that manufacturers have given up on advanced technology (except Honda and BMW) toward squeezing higher specific outputs out of engines and just slap on forced induction or make it bigger (ie the 3.0 to 3.5L Nissan VQ). I know it gets the job done (cheaper) and torque benefits but seems somehow less "interesting" to me than continued evolution of lightweight reciprocating parts, combustion chamber efficiency, trick cam design, and generally careful/clever design to achieve ever higher RPM power. Would love to see more NSX V6s or BMW M motors showing up but nahhhh, lets just slap a turbo on a POS Neon and waste everybody else...

Oh, well.

THE MOTHER OF REINVENTION

Collaborating with renowned tuner Jun, Norris Designs has managed to create an awesome 586bhp Evo V ­ probably the most powerful example outside Japan

To stay ahead of the tuning game you've got to keep on your toes, reinvent yourself to challenge the perceptions of what's deemed possible. So when Wiltshire-based Norris Designs (ND) told us about its new project car, an Evo V so potent it can likely be considered the most powerful example outside Japan, we jumped at the chance to feature it.

Wiltshire-based ND has become famous for Nissan tuning but wants to broaden its horizons into Evo tuning. In a reinvention to rival Madonna ND seems to have harnessed the immense potential of the Mitsubishi and created a dyno-proven 586bhp/485 lb/ft monster ­ all on readily available 97oct fuel. At an immense specific output of 293bhp per litre, this is one powerful mother.

Naturally, this Evo has caused a stir in the tuning industry. "There's a rumour going round that we didn't build the engine, that we bought it ready built," Simon Norris, propreitor of ND commented. "But that's rubbish." So how has ND succeeded where most other companies fail to achieve anything over 400bhp?

ND has formed a close allegiance with Jun in Japan and hopes to become the sole UK agent for the company. Jun is a company at the cutting edge of tuning and currently runs ten demo cars, one of which is a 647bhp Evo V drag racer. The engine in that car is developed so thoroughly it's been run daily for 18 months with no reliability problems ­ and this is the basic spec ND has chosen to reproduce for its own demo car. Without divulging too much information, we'll give you as much detail as possible about what's involved in building an engine like this.

Starting at the very bottom is a stock sump and oil pick-up. Further up you'll find Jun steel rods and crank with its leading edge pinched, not knife-edged. The balancer shafts have been removed in order to make way for a Jun 2.2 litre stroker kit. This increases engine capacity by lengthening the stroke to 94mm, while the cylinder bore is oversized by 0.5mm to 85.5mm. The compression height on its new forged pistons is calculated to compensate for the increased capacity.

Evo engines normally use hydraulic lifters for their self adjusting properties. This lump, however, has solid lifters to make the most of the secret spec Jun cams. Solid lifters maintain their size at high revs to keep valve tolerances correct. They're noisier at idle ­ more like a mechanical purr ­ and need regular adjustment. For instance, ND will need to change the height of the valve lifter inserts once the engine has fully bedded-in.

The head has been gas-flowed for greater efficiency, and the whole caboodle is clamped together by Tomei main stud and APR head stud kits. An HKS 1.2mm metal gasket mediates between the block and head. The compression ratio of the engine itself is a high 8.37:1. As an indication of how well engineered Mitsubishi engines are, a Cosworth YB unit boasting similar power would need a 7.2:1 ratio or lower in order to not blow itself to pieces.

Engines like this have a serious thirst for fuel ­ this is not a car built for the economy olympics. Light blue injectors with a 1000cc per minute spec are good for over 800bhp, a 77% duty cycle. This sounds like an underachievement but you shouldn't run injectors at more than 85%, otherwise they become less efficient. Dash 8 braided fuel lines, Sard fuel pressure regulator and a huge 680bhp-rated Bosch Motorsport fuel pump, which you can hear constantly buzzing away, are further links in the fuelling chain. A good engine management system is an essential, though, if you don't want it to run like a pig.

ND used a MoTeC M4 Pro piggyback ECU for the Evo. It took three days for Frazer McKellar (the man who used to run MoTeC UK before going his own way) to precisely map the engine at Griffin Motorsport's dyno. Frazer was very careful to map in such a way that it drives like a normal, reliable car while still having the ability to unleash the four winds of the apocalypse when required. Amazingly, the CO level has been tuned to 0.1% at idle, meaning it could pass an MoT without a catalyst. Likewise, the injectors duty cycle has been measured at a CO of less than 1%. Also mapped into the MoTeC electronics is an ERL water injection system, specifically for in-cylinder cooling because of the decision to run on 97oct super unleaded. As a matter of interest, if the MoTeC had been mapped for Elf Turbo Max fuel (£4.10 per litre), this engine would be capable of over 650bhp with a proportional rise in torque.

Naturally, the standard forced induction has been replaced with a full GReddy turbine kit complete with every relevant part. Joining the package is a Trust Airinx induction kit, while a ND oil cooler now resides next to the intercooler. At the front of the engine sits a rather large TD06 SH25G GReddy turbo on a tubular GReddy manifold, monitored by a B-spec boost controller which can be switched between 1.2 and 1.9bar boost. A Mongoose front pipe then leads to Magnex de-cat pipe before flowing into a Miltek rear section ­ eclectic, but that's just the way it worked out.

An external GReddy wastegate is vented to the atmosphere, meaning that exhaust gases from the manifold vent through the wastegate rather than following the regular route down the exhaust. I had my doubts it was as loud as Simon reckoned, but if you can imagine driving a car with its front pipes cut, that'll give you an idea.

Now we can get down to the transmission. According to Simon, standard Evo gearboxes are obscenely strong, and this GSR 'box has only required shot-peened internals to cope with the stress; Mobil 1 transmission oils keep it lubed. The standard final drive ratio, however, was considered too short, so it's been lengthened to 4.111, giving a theoretical top speed of 190mph and faster quarter-mile times. The AYC has been removed, yet three Cusco LSDs (in gearbox, transfer box and centre rear diff) have been added to offer unrivalled traction off the line. Give the engine about 6000rpm, dump the Cusco twin-plate clutch and the wheels lock in to the power, hopefully with no slip. Although our timed acceleration times are phenomenally fast, the £1200 Cusco clutch was slipping a little in first and second ­ this will be rectified soon.

The rest of the chassis is in the process of development. The Eibach lowering springs will soon make way for a fully adjustable Leda set-up, just as the standard brakes will have been replaced with 355mm front discs with AP six-pot calipers by the time you read this. Externally, the Evo has been de-badged and de-locked, while the adjustable rear spoiler blade has been polished. APC Lexus-style rear lenses and clear side and front indicators are the only other additions.

ND's spend on this Evo is currently at about £35000 ­ ouch ­ but Simon's eager to go further. Anti-lag will soon be added to the MoTeC ECU to allow maximum boost at idle. If this sounds like a recipe for disaster, don't worry. The MoTeC unit reads information from the exhaust gas temperature sensor to safeguard the turbo. Later in the year ND will lower the compression ratio further and fit a Jun inlet manifold in a quest to find 650bhp while still on 97oct fuel.

The moral of this story is that ND is eager to reinvent your Evo ­ it's got the demo car to prove the company's ability. You may not be able to afford a car as mean as this mother but with a few ND tweaks at least you'll feel like the daddy.

0-10 0.75
0-20 1.29
0-30 1.84
0-40 2.35
0-50 3.19
0-60 3.87
0-70 5.19
0-80 6.21
0-90 7.30
0-100 9.21
1/4 mile 11.41sec @ 135.5mph



MOD DETAILS

Engine:
2159cc 4G63 with Jun 2.2 litre stroker kit, balancer shafts removed, Jun inlet & exhaust cams, Jun adjustable cam pulleys, Jun valve spring kit, Jun titanium spring retainers, ND solid lifters, ND gas-flowed & modified cylinder head, modified head oil ways, HKS metal head gasket, Tomei main stud kit, ARP head stud kit, GReddy TD06SH-25G full turbine kit running 1.9bar boost, GReddy front-mounted intercooler, ND oil cooler, Cusco breather tank, Ralliart oil filler cap, ERL mappable water injection, Spec-R header & water injection tanks, HKS Iridium spark plugs, Ralliart HT leads, Toyota Motorsport 3.1bar map sensor, ND fuel rail, 1000cc injectors, Bosch Motorsport fuel pump, Sard uprated fuel pump wiring, Sard adjustable fuel regulator, Dash 8 fuel lines, Motec M4 Pro ECU, Trust Airinx cone filter, exhaust gas temperature probe, Mongoose front pipe, Magnex de-cat pipe, Miltek stainless steel exhaust, Ralliart engine mounts. AYC removed, Cusco rear, front and centre differentials, shot-peened GSR-spec gearbox, Cusco twin-plate paddle clutch with flywheel, ND 4.111 long ratio crown wheel & pinion shaft.
Chassis:
8x18" Raceline RL7 alloys fitted with 225/40 Avon ZZ1 tyres, Eibach lowering springs, Cusco front pillowball mounts, Cusco lower suspension cradle, Ralliart front & rear bushes, Ralliart rear strut brace, Cusco front & rear anti-roll bars, Cusco carbon front strut brace. ND 355mm brake conversion, Ferodo DS2500 pads, Goodridge braided hoses
Exterior:
Lexus IS200-style rear lenses, rear reflectors removed, de-locked, de-badged, polished rear spoiler blade, clear front & side indicators
Interior:
GReddy B-Spec boost controller, Kenwood KRC-659R head unit, Kenwood KSC-WA801 amplified bass tube, Kenwood KDC-C711 CD-changer

So I take it you wouldn't be interested in one of these then.

Originally posted by Dan Nixon:

Quote:

So I take it you wouldn't be interested in one of these then.

An amazing engine to be sure & it would be hard to not be at least interested. But I would probably be more interested in a similar size (though better looking) sedan with a compact 2.5-3L V6 (say like a Duratec!) with 5 valves per cylinder/electronic lift control type mechanism, big ports, LIGHT 12:1 compression pistons with titanium rods & valve springs. Maybe capped with an M3 style intake trumpets and big airbox. Say 350-400 HP at 9000+RPM. And RWD to avoid the weight penalty of AWD.

Maybe less power but to me more interesting..