RPW's Twin Turbo Magna
The first Twin Turbocharged V6 late model
Mitsubishi
- The
Original Goal - 300hp at the wheels at 10 psi, 350hp at 15psi. An
11 sec quarter mile FWD vehicle.
- The
first major tune - 360hp a the wheels at 8 psi, 6000 rpm not even
pushing hard yet.
- The
second major tune - 407hp at the front wheels at 10.6 psi, 6300
rpm. - 540ft/pd torque at the wheels
- The
third major tune - 470hp at the front wheels at 14 psi, 6700
rpm. - 600ft/pd torque at the wheels
- Further
tuning and R&D work happening with a current 12.07 quarter
mile time to date 1st January 2005.
This is the 2nd
major car David Thomas has with RPW Service Centre. The vehicle was purchased
completely stock with the only modifications being the Talon kit and CSA
wheels. Of course the vehicle did not stay stock for long.
Engine Modifcations when it was Naturally Aspirated
- K&N Ram pod air cleaner for MAF sensor
- RPW 70mm Oversize throttle body and ported intake manifold
- RPW 3-1 Street Design Extractors (This car was used to finalise
the fitment of these systems
- FSE Fuel pressure regulator kit
- Conversion and development off this vehicle of the RPW Cold
Air Induction kit for manuals
- Fitment of a Unichip piggy back computer system
- Replacement of rear muffler with aftermarket unit stock exhaust
- Vehicle was taken down the quarter mile strip to produce a 14.7 and is
still on record as the quickest N/A magna to date January 2005
Engine Modifcations For Turbo C0nversion
- Bored with 020" 10.5:1 Hypereutectic pistons
- Stock conrods fitted with ARP bolts, shot
peened and resized RPW vernier camshaft wheels for accurate timing
of cams due to below head gaskets.
- Fitment of RPW stage 2 decompression head gaskets to drop compression
back down to 9.0 : 1
- Serious combustion chamber work and porting (Here is where
a lot of our power was created)
- RPW Stage 2 turbo grind cams, vernier cam gears dialled in
around 5 degrees advanced
- Upgraded valve springs
- RPW Oil / Air separator
- 8 paddle clutch semi ceramic clutch disc with 25% heavier cover
plate
- 3" Mandrel Bent high flow exhaust system from cat back
- Straight through 3" Lukey Ultra flow Muffler and resonator
- High flow cat converter 3".
- Replacement of vacuum hoses with silicon coloured red hoses
for pure looks only with resourced vacuum lines
- Powder coated intake manifold for pure looks only rocket red.
Turbo Modifications
- Twin Garret GT-28 ball bearing turbo's - 300hp each
- Fitment of Front mounted intercooler - Bar & Plate model Garret
- GFB Return style blow off valve - due to MAF sensor system
- Stainless steel polished mandrel bent intercooler pipes on
each side of the engine bay
- Stainless steel braided Teflon oil fittings, water fittings
etc
- RPW mandrel bent dump pipe Ceramic coated with HPC Coatings
(Silver)
- Greddy E-manage E-01 system with Profec Multi Display monitor
and Profec E-01 boost controller
- Boost to 7 psi for street use on BP Ultimate 98 (We decided
to limit this for street use)
- Raising of boost to approx 11 psi for Drag / Race use
- RPW Modified (Secret) air temperature correction system
- HPC Ceramic Coated (HiPerCoat) turbo manifolds for further
heat reduction
- Larger injectors into stock fuel rail
- Planned fuel rail modifications
- Currently running Walbro 550hp internal fuel pump (Largest
available to fit to this car)
Suspension
- Lovell's 60mm Lowered front springs, 40mm Lowered rear springs
- White line rear sway bar kit
- White line front strut brace
Driveline
- RPW Quick shifter
- Fitment of Cusco LSD system to vehicle - set 1 way for easy
driving - we are using the race model not really suitable for
street use.
Brakes
- Stock diameter EBC Rotors Slotted front and rear with EBC Kevlar "Black
Stuff" pads rear and standard Mitsubishi pads front
- Now running RPW 295mm Slotted Front rotor and twin piston
brake package on front with EBC "Green Stuff" Kevlar brake
pads
Wheels
- CSA 17" rims with 245 series tyres.
Bodykit
- Custom Front Bar, Talon Sideskirts
Most Recent Modifications
- Upgrading to 3 1/2"" Mandrel Bent high flow exhaust system from cat back
- Straight through 3 1/2" Lukey Ultra flow Muffler and resonator
- Fitment of larger injectors again and our new duel fuel rail feed system
- Fitment of Bunbury Motorsports side skirts and rear lips to replace talon kit previously
- Fitment of further greddy plug in units including remote boost switch, increased data logging functions
- Planned fitment of Cosworth Sierra bonnet vents to reduce under bonnet tempatures
David's Notes for further information:
Initial Modifications
The Naturally
Aspirated RPW Vehicle Performance Package was fitted, and with this alone
the car produced some credible 160+ hp at the front wheels. This package
with the addition of the RPW Stage 1 camshafts would have completed the all
round recommended package and would have produced the credible 185 - 195kw
at the flywheel. This package brought the car down to 14.6 quarter mile times
with lots of wheel spin. The perfect car for the everyday driver.
First Turbo Fitment - April - June 2003
As said the twin
turbocharger system was always destined for this vehicle and the first
prototype system was fitted to the car with great results. Clutch slippage
forced the fitment of an upgraded specially designed clutch with a 8 paddle
clutch disc which worked wonders. From there Dyno tuning got to 240hp
at the wheels on an effective 5.5 psi boost but the fuel pump died producing
a leaning out problem. With the subsequent replacement of the fuel pump,
damage was found with some cracked pistons due to the leaning out (better
our car than yours as RPW say's) which has necessitated the pulling down
of the engine. Before finding the damaged pistons final tuning found a very
nice 220hp at the front wheels with an amazing power curve with a "Safe Tune".
The
vehicle had picked up a 50hp gain at 2000 rpm over the previous power runs
Naturally Aspirated (Compared Motorvation Dyno shootout power curve to
the curve with the turbo as we were using the same Dyno facility) and matched
the stock power curve but simply added 50hp across the whole range. Torque
also increased and remained a constant improvement. This was with the larger
GT-28 turbo's producing max boost at 2800 rpm. With the preferred GT-25
turbo this would drop down to 2500 and a power curve starting around 1300 rpm
with the hp improvement. Amazing to drive as we found out between Dyno runs
with the MOGWA club drive in the hills. Instant throttle response, lots of
pure torque at low throttle, rarely did we need to go beyond 1/4 throttle for
lots of acceleration.
First Tuning (Sept 2003)
The power output
at this stage (September 2003) at 20% throttle and 2 psi
boost is 250hp at the front wheels - and not even
3 psi boost yet. The new motor with the flowed heads and camshafts is already
making more power than the original stock motor at full boost. There still
needs to be further tuning. We had a problem with the 70mm throttle body
on boost staying open on gear changes so we went and removed it and fitted
a stock throttle body to remove this problem. Because the Mitsubishi Magna
is dependant upon TPS settings for air and tuning control, with the larger
throttle body we were only using 25% throttle for 3000 rpm cruise and power
mode. This means the factory computer is still in 'closed loop control'
- not a problem in N/A application but a major problem with the turbo.
With the stock throttle body this same position is around 60% throttle
if not more, which will more than likely take it out of closed loop control
and then enable us to control the air fuel ratio.
I don't know how much
effect this will have on overall power on the vehicle - probably a small
effect of around 5% on total air flow.
More Tuning (Sept 2003)
We are still
having problems tuning between 2000 - 3500 rpm with the stock computer
simply too smart. We have one more go being fitment of a wide band $300.00
oxygen sensor with a circuit board and lie to the computer and this may work.Once
over 3500 rpm we did some finally, hard tuning. Running 7 psi boost initially
I was shocked to see the hp level rise slowly. 250hp, 280hp, 300hp, 320hp,
340hp, 350hp, 360hp! Yes you read right - 360HP at the front wheels at
8 psi boost, 6000 rpm and not even pushing it hard yet. This is equivalent
of 360kw at the flywheel! See the Dyno graph [url=sept24dyno.jpg]here[/url]!
Unfortunaly the 450hp fuel
pump has said enough and is making some very unhealthy noises so we stopped
and drove the car home. We detuned the car down to 7 psi and dropped
down to 344 at the wheels with a rich tune and left it at that. So from here
we go home, fit up a 550hp internal fuel pump and some larger injectors.Estimations
at this point is 450hp at the wheels on 14 psi boost on pump gas and
up to 500hp with race gas. This level will be strictly drag racing / dyno's
only. To say I am stunned is an understatement. We have gone way beyond
what we expected and may still have to go to a aftermarket programmable
computer simply because of the power we are producing but first we will
finish the tuning with the Greddy.
More Modifications (Sept-Oct 2003)
We fitted a 550hp
pump into the car, as well as the newly modified RPW High Flowed throttle
body - and immediate difference - not quite as much as the big old 70mm that
some other magna owner is getting, but really noticeable throttle response
back again which I was used to. Instant torque. The car was due for the dyno
on 6th October, but a cracked intercooler pipe set that back a few days - so
the car will be on the Dyno for more tuning on the week of the 13th October.
Dyno tuning after finding the cracked pipe was not long away. Still running
BP Ultimate 98 fuel we went in and with some new eletronic modifications to
aid in tuning we got down to business. Slowly tuning through the mid range
we were up to 3500 rpm and had 260hp at the wheels at only 10 psi boost. Looking
good. Slowly we kept going until we finally hit 407hp at the front wheels at
11.6 psi. Raising the boost higher proved detrimental as we have long since
hit the limit of our small intercooler and 3" mandrel
bent exhaust system. The intercooler is good for 9 psi all day which is
around 370hp at the front wheels. Wind the boost up though and at 11.6
psi we improved to 540 ft/pd of torque at the wheels. This is some serious
mumbo - acceleration is blindingly fast. Successive acceleration at this
boost does lose some power as the intercooler gets warm so the tuning was
left there.
With these tunes we are
only at 80% duty cycle and still within the realms of the 550hp pump.
At thist time we will do further work on the car but only to the maximun ability
of the 550hp internal pump. Now its time to go to some driving events.
Driving
Events and Results (Oct 2003)Perth
Western Auto Saloon - PAS show
The first event was the
Perth Auto Saloon - PAS show. A lot of interest with the new car we were
very keen to see it on the dyno. And the crowd got the shock of there life.
The highest output so far was a Nissian at 393hp at the rear wheels. The
magna was running the full 11.6 psi boost, but to be certain we had 4 litres
of VP Motorsport 103 racing fuel with 20 litres of BP Ultimate 98 just
to run on the rich side. The vehicle then pulled a very nice 397hp
at the front wheels. The lambda curve shown n the dyno shows the car running
quite rich which is expected but we were not expecting to win a dyno shoot
out.The next car after us
was another nissian runnning a very large single turbo and 18 psi boost
which did 430hp at the front wheels. This vehicle was the winner. Interesting
there were trophy's for a 4cyl FWD and RWD but only a trophy for a 6cyl
RWD. This is soemthing we are not going to demand in all future dyno shoots
as otherwise we would have won a trophy. Either way what was the most interesting
was that our vehicle did this so quitely that people were amazed that such
a quiet car could do so well - especially a magna.
Quit Motorplex
22nd October 2003
The
one we were really looking forward to - the drags. We were stocked with
the results. First run with our stock street tyres was a 14.02
@ 102mph at only 9 psi boost. We then had another go and dropped it
down to 13.88 @ 108 mph. Getting a feel for the
car we wound the boost up to 11.6 psi and gave it a go. With massive
wheel spin we did a 13.50 @ 119 mph. This was great as this MPH was equivelent
to a 11 sec quarter mile car with traction. One more run at 10 psi dropped
us down to 13.8 @ 113mph. These times were done with no boost in first
gear, slight boost in 2nd gear and hard boost in 3rd and 4th gear.Video's were
taken and can be found at the RPW
Website.With no traction we left
the car there and headed home and went and promptly ordered some drag
racing slicks.
Quit Motorplex 28nd
October 2003
We had our slicks although
not the ones we really wanted. From our 235/17/50 series tyres we had to
drop down to the equivelent of a 235/15/45 series tyre. Ie a 8 X 15" - 22"
Diameter. This was a loss of around 2 1/2" in tyre height and had a
dramatic effect on our vehicle.First run was great at
9 psi we did an easy 13.50 quarter mile time. Dropped the pressure down
on the car and tried again at the higher boost - bang an immediet 12.8
@ 113 mph. Traction was getting better. We lowered the boost down to
10 psi, dropped tyre pressure some more and went and ran the exact same
time again. This is where we left it for the night as we have several issues
to sort out:
- firstly need and have
since ordered some larger tyres in a 8 x15 - 24.5" tall.
We are currently changing gears at 6600 rpm and have gone
past our tuning and torque range. Our MPH dropped due to
the smaller tyres and we were simply over revving the motor
for the privelage.
- We need to now do some
more tuning. With the existing fuel pump we are going to
make a pipe to remove the cat converter for drag racing only to free up
the exhaust a bit, maybe plumb in a 25hp shot of nitrous into the intercooler
to drop tempatures and tune to race gas. This is for the drags only and
with the larger slicks we should be back in the hunt for the 11 sec times
down the quarter mile drags. We don't intend to run more boost - we intend
to maximise our hp with the same boost and get more torque
- We are also getting
some more greddy items including shift light, remote
boost switch etc to help in more consistant times.
Updates to January 2005
Recent Updates since I have been too lazy to update the website include recent drops of
our quarter mile times down to a 12.07 @ 119mph which is fantastic with the new larger drag slicks and
increased time spent on fine tuning everything.This is still on pump gas with no NOS yet that is still
to be finished. Other updates have been more in the cosmetic side with new side skirts and rear lips
from Bunbury Motorsports. Otherwise the vehicle is getting some more final work done on it in the months
of January / February to hit that 11 secs with pump fuel and then hit a very low 11 sec with NOS and race
gas even maybe a 10 sec. Will keep everyone updated. There is also now a 2nd RPW Twin Turbo vehicle out on
the streets with a third one following within the next 6 months.
At the Recent Drag Combat Round in Perth 23rd April 2005, The RPW Twin Turbo Magna became the first V6 Magna to hit the 11 second bracket pumping out a 11.98 @ 120 MPH. This was on pump gas, no NOS and with Mickey Thompson Slicks. Unfortunatly less than Ideal Track conditions still promoted tyre slip in 1st and 2nd gear and some more fine tuning to come on the Eletronic Boost Controller.
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Date: 01/06/05
Size: 6 items
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