Intake Setup

As you probably now know, SP has been running on the Jenvey Dynamics Individual Throttle Body (ITB) setup. Here is a breakdown of the bits that is required to complete the install.

1. Jenvey Dynamics Manifold to suit SF throttle bodies for Proton/Mitsubishi (part no: MPN01)

2. Jenvey Dynamics SF throttle bodies - 45mm tapered x 4 nos (part no: SF45)

3. Jenvey Dynamics Air horn (part no: AH45x60)

4. Jenvey Dynamics Fuel Rail (part no: SFR4/88)

5. Jenvey Dynamics Fuel Rail Mounting (part no: SFRC2)

6. Jenvey Dynamics Linkage Kit (part no: CLS1)

7. Jenvey Dynamics Linkage brackets and rod - SF (part no: LBF2)

8. ACT dry carbon airbox

9. Bosch 412cc Top Feed, High Impedence Injectors

10. TPS - Colvern CP17 - Motorsport spec (part no: TP1)

11. Phenolic gasket

12. Earls Swivelseal fittings and hose for fuel supply and return.

I actually bought three sets of airbox, one from Pipercross which comes with its own filtration system and also one from K&N (universal airbox), but both of them did not provide what I was looking for. But it helped to develop the current box in terms of available space and design. Luckily with parts bought from UK, if not used can be returned.

The JD throttle bodies are of a taper design, so at the throttle plate(butterfly) it is 45 mm and 48mm at the inlet of the body. This allows for high velocity through the port and promotes better combustion as well. The air horns were also changed due to its length, it was suggested to run longer horns but due to the space constraint I have gone for the 70mm long air horns instead of the 120mm ones. They also had a CF version of the air horns, but I was advised against it, as if there is crack or damage to the horns, it will be sucked into the engine and destroying it as well. So I decided to stick with the aluminium horns.

Fitting was not straightword unfortunately as SP cylinder head was massively ported and the inlet port of the head was a lot larger then the JD manifold. So we had to do a lot of customisation work to get this fitted and port matching to suit. I was really happy with the work done by GT Auto to ensure it was all done properly and professionally.

I will let the pictures speak for themselves

Manifold - View from Throttle Body end

Manifold - Top View. Note the Jenvey casting between cylinder 2 & 3

Manifold - View from cylinder head side. We had to do a lot of modification on this side to get it to fit on SP

SF Throttle Bodies - 45mm tapered bore

SF Throttle Bodies - view from side. For turbo high power application you can order the same body with two injectors.

60mm Air Horns

Colvern Motorsports Spec TPS

ACT Dry Carbon Airbox and backplate with 4in inlet

Airbox and backplate fitted together

Bosch 412cc Injectors

Manifold, air horn and ITB all mocked up together. Notice the longer air horn which was purchased initially

Another view this time with Jenvey Dynamics filter. Backplate not shown. The filter and backplate are actually from Pipercross

The other airbox which I bought

Manifold and ITB fitted on the engine after massive modification to the manifold's flange

Harnessing SP

As SP is my dedicated track day machine, I have decided to invest in proper race harness. On one of my visit to the UK, I dropped by Demon Tweeks and bought 2 4 point FIA spec Sabelt harness. These are the 3 in wide shoulder and waist straps and with a n aircraft quick release buckle. They are also able to accommodate a crotch strap enabling them to be a 5 or 6 point harness. Being the weight conscious person that I am (on SP that is, I personally have been gaining the pounds), I decided to purchase the ultralight version (Demon Tweeks part no: 904570E) , which has the shoulder belt adjustment buckle in aluminium rather than steel. Unfortunately Demon Tweeks only carried one of these in stock and I had to settle for the lightweight version (Demon Tweeks part no : 904183E) for the passenger side.

These are fully FIA approved and are certified for use up to 2014. Unfortunately neither I nor SP will be participating in any FIA sanctioned event for now. Who knows what the future might hold! These harness comes with the eyebolts which bolts on directly to the existing seatbelt points in the car. For the rear as I have removed the rear seats, they bolt on directly to the rear seatbelt mounting points. They also make one version with roll bar attachment, which I didn’t opt for.

Some pictures of the harnesses and also the install picture just for the driver side currently.

Harness assembled on the floor

Close up of the quick release buckle

The mounting end of the harness with eyebolts shown

Standard rear seatbelt mounting points on the rear bulkhead. PnP

Another view. This are the original rear seat belt mounting point. You can see the bolts on the right which are for the rear left side seatbelt mounting points.

Aluminium shoulder strap adjusters and also the 3in shoulder pads

Fully installed

Oh Boy!

SP has been running fine and I am struggling to find time to drive it. On one occassion after tuning, I took it to work and decided to see how fast can it go. So gently coaxed it on 5th gear to about 225 km/h and suddenly heard a noise, looked at the rear view mirror and the driver side roof weather strip got ripped out by the wind force. Darn it! Slowed down and maintained a steady 120 -130km/h and got to work. Called Proton to ask for replacement weather strip and was quote RM 544.00 per side! Oh boy, apparently its MMC item so thats why its a lot more expensive. So will only have time to collect the weather strip next week, meanwhile this is how SP looks currently.

Clips exposed, looks unsightly without the weather strip

Close up

Some of you may spot the new addition to SP as well. Will cover that on my next posting!

Dyno Chart

I have been fairly busy with work and travels and apologies for not updating the blog frequently. Below is the dyno curve from my last dyno session after running in the engine. As you can see the torque curve is a little wonky and there is a slight dip in torque and power around 5.5k rpm. This is the rpm that a lot of knocking is encountered, due to the engine characteristics, cam profile and also maybe due to the ITB length. The timing has been backed off a LOT at this area and my knock sensor still occassionaly triggers at this rpm on full throttle at high load or on a very hot day.

I have installed my larger 2.5 in exhaust which I will blog about another day, and this seems to have improved this which I am very happy about. I hope to have the water/methanol injection to come in around 5.5k rpm onwards to help with knocking issues and possibly run more timing.

Apologies for the quality of the dyno chart as this what happens when you have two young kids who get hold of your dyno sheet and decide to have some fun. Manage to stop those two rascals before it got shreded to hundreds of pieces.

2000km +

So it has been about 2000+ km and SP has been fully run-in and TUNED! With this new rebuild, power figures has went up and currently its making 191whp and 20kg of torque. This is quite an impressive power figure I must say, especially running just on Shell VPower and rather basic tuning on the dyno, we didnt even mess about with the cam timing for now. This was done without the water/methanol injection switched on, and I have a couple of things that I want to do before we activate it and redyno. I hope with all this in place and more time on the dyno, SP can churn closer to 200 whp or God willing surpass it. Remember its still very streetable, a lot more streetable then before! Some more pictures courtesy of a friend who visited us not too long ago.

Engine looks really nice from this shot!

Close up of the Jenvey's and Bosch 410cc injector

Jenvey throttle bodies, fuel rail and bits of the CF airbox

Last but not least, the newly fitted seat, from a different angle

After 1100km....

Currently done about 1100km and engine is feeling looser....torque is very good at mid range, esp 3500 rpm onwards. Noise on full throttle is also quite menacing, but still needs a lot of tuning and setting up. Need to calibrate my knock sensor properly and activate the water injection. Water injection mapping will also take a lot of time, sigh, SP will need to have some proper work out session on dyno soon. Planning to get the ECU to activate the water injection based on 3D mapping ( load, tps and rpm input ) and to further fine tune max and min flow rate using the water injection controller fitted in the dash. Also need to fiddle around with the water/methanol ratio and may consider AV Gas for track days to reduce any chances of pre ignition (knock) and also to boost on the power figures. Lets see how it goes. Anyway heres some pictures of SP in its current state.

Water injection and knock sensor monitor

Meter cluster note the LED warning light for knock sensor at top right corner

My new seat Recaro SP-G with carbon kevlar back

Engine bay. Airbox held by cable ties which will be replaced with SS overcentre latches.

The finished article

SP is back home!

Collected SP on Saturday from GT and to date have clocked about 450km, heck even took it to work today. Car feels good, accelerates well, and have the rev limiter set at about 5k rpm. Car behaves and drives very well, even at low rpms, totally different to the previous setup I had. On the dyno car made about 18kg of torque and 141 whp at 5k rpm with 14month old fuel and old plugs. This was obtained when we were doing the initial tuning for running in the car. Water injection also not activated, so its looking good, and I look forward to hit the 1000 km mark before we progress further. Pictures hopefully on the next update.

Its Alive

The car starts and tuned for running in now. Had to change the starter to a high speed version due to the high compression ratio. Intial tuning had been done, it looks promising, sounds good and a lot more fine tuning to be done. Need to find time to do 1000km, or 970km to be exact before full tuning can be done. Watch this space!

Dyno Chart

Posting up and older dyno chart of mine. There was a later tune up after this with my CDI ignition with higher torque, but cant find it. Oh well, I guess this will be the base line for me once the car is run in and fully tuned. Lets wait and see.

Rebuild - Part 6

It has been a while, and quite a lot of progress has been made. Most importantly, we have started the engine, and it sounds good. The idle is steady and not very lumpy, this is due to the ITB's and feels quite strange to me, as I am used to having very lumpy idling cars. I will put up some pictures, of the engine bay in my next post.

I had a couple of setbacks, due to so much custom works especially involving the induction system. Due to the use of an airbox, this has caused some clash with the clutch pump, especially the reservoir. As the airbox was custom made, I did not want to cut and mod it to make it fit, so I had to change the clutch pump. Luckily I was in the UK and a quick visit to Demon Tweeks provided me with this master cylinder from AP racing (part no: CP2623-92PRT115) and remote reservoir (A/PCP4709-13). The bore diameter for the stock pump is 5/8 in or 0.625mm which I have also ordered. I actually asked for this bore diameter, but I forgot to check the merchandise which was actually a 0.75mm diameter. Only realized this after I was back in Malaysia, so I had to resend this and order another unit. This time though I went for the CP4623 which has the mounting holes by 60 deg which will suit the original mounting position of the stock pump. Still awaiting for this from Demon Tweeks.

The cool thing about this setup is that I can mount the reservoir anywhere and the actual master cylinder itself is much shorter, which will enable me to use my airbox without any further issues (fingers crossed). The hose from the reservoir to the master cylinder will be from Earls fitted with -4 hose ends. Some pics below:

AP master cylinder and reservoir

Reservoir with the cap and fitting for the -4 hose end

Close up of the AP master cylinder. Note the mounting hole for this unit is different to the one I have now ordered.

The other issue with the induction was the injectors. The Jenvey Dynamics fuel rail used a larger diameter O ring (14mm) instead of the standard 12mm version, and although Jenvey send me larger O rings to suit this, our concern was fuel leak especially at high rpm and during hard driving situations. So a new set of injectors were trustfully ordered from Jenvey to suit the application. A set of Bosch 410cc, high impedence and top feed injectors were recommended and this was fitted to SP. I was also told that this are the newer generation of Bosch injectors, which is all plastic and has 4 holes which atomises the fuel much better then the previous design. Anyway here are some pictures of the injectors and the color is not my choice at all. Wish they had a choice for colors!!

The packaging for the injectors

Funky green on its side

Not clear enough to see the tiny 4 holes

Injectors now installed