Posted By: Anonymous
520HP, 440TRQ @ 2.15bar, the onslaught continues.. - 24/01/2013 12:37
To kick start 2013 in true trend setting fashion, Torque Italia launches another unique high powered 500hp platform. The TI 2.1L Stage 5 engine is producing a healthy 520hp, 440trq @jaw dropping 2.15bar, with peak power arriving sharply at 6273rpm, and very driveable it is too. 
Specs are as follows:
Forged 2.1L 20v
TI stage 5 Big valve head, plus C&B cams
DTA PRO S80 ver 63 running a 4 bar map sensor
925cc injectors, Bosch Motorsport 044 inline pump, 1.5ltr Surge tank
Tigart exhaust manifold (ceramic coated)
Tial MVR 44mm ext WG.
Garrett GTX3076 .82ar,3 inch Vband turbine housing.
ITG Maxogen air filter
Full 3.5inch exhaust system.
Helix cerametalic 6 paddle clutch, uprated cover.
To start with at current power levels, we have been forced to cross over to a more bespoke and specialized management system that offers greater consistency and reliability. I personally went with the Dta Pro S80 ecu for cost, broad base functionality and most importantly the tuner, who is well versed in mapping the 20v 5 cylinder engine for over several years now. To complement the expertise with management system, a Land and Sea DYNOmite water brake testing dyno (industry standard) was used to calibrate the platform accurately. Accuracy and consistency being the key here, so all runs are performed in 4th gear also for 1:1 ratio.
A brief insight to the workings of water brake dynometers.
Water brake dynometers are some of the most popular devices for engine dyno testing, ideally suited to the testing of high-output engines.
Water brakes use water flow proportional to the applied load, to create resistance which test the engine’s output. A controlled flow of water through the inlet manifold is directed at the centre of the rotor in each absorption section; the water is then expelled towards the outside of the dynamometer body by centrifugal force. As it is directed outwards, the water is accelerated into pockets on the stationary stator plates, where it is decelerated. This continuous acceleration/deceleration of the water creates the applied load to the motor. Through this transfer of energy, the water is heated and discharged. The main benefit of water brakes for the mapper is the advantage of steady-state load measurements, which allows running at higher revs while still retaining accuracy and repeatability.
For road testing, JDM dyno facility has access to Kirbride Airfield (frequently used by Msport, Ford WRC team), so no excuses for real time runs in 4th, 5th and 6th for extreme load condition calibrations.
Now back to the 2.1L platform in action.
Working closely with John, we took full advantage of all optimizing capabilities of the DTA and set the parameters to suit my extreme driving demands.
First impressions, the part throttle and off boost driveability is far torquier than I’d expected, so a bonus there already. Idle is rock solid, no murmurs or palpitations to irritate. Power delivery is very smooth and progressive throughout the rev range as 2.15bar is force fed, leaving your senses discombobulated.
At that intensity of power & revs the engine note is AWESOME! The massive 440lbs of torque is a first,on pump fuel.(from 2.0L engine)
The power band unleashes its ferocity from 3750rpm straight to the limiter. Through the gears right from the magic 3rd to 5th the speedo could be mistaken for the rev counter, hitting its massive 2.15bar boost ceiling every time and holding. Amazingly the boost profile mapped through the DTA software gives it superb consistency every time. Traction’s mind blowing, even in the less than favourable conditions we are facing lately.
John (DTA mapper) commented that he had never experienced traction issue on his dyno… ‘till mine turned up. Traveling north to the Scottish borders up from the most South Westerly corner of London takes just 1 full tank averaging 370-400 miles, not bad for a 520hp daily driver.
Being a frequent visitor to mapping and dyno facilities across the country I got used to supplying full tank of fuel for mapping sessions (£100+), JDM used half of that from start to finish over three days which is testament to his experience.
One extra enhancement to add shortly is the E85 map ready for SPA italia
Note; key comparisons will be submitted against my old 2.4L setup once I’ve got my new/old graphs from Surrey RR on Feb 2nd.
Big Thanks to Rob40, F1Ang, Jbt and Shaun for their support,and of course, John at JDM dyno for his expertise.
Enjoying the Power again!
Barbz
Specs are as follows:
Forged 2.1L 20v
TI stage 5 Big valve head, plus C&B cams
DTA PRO S80 ver 63 running a 4 bar map sensor
925cc injectors, Bosch Motorsport 044 inline pump, 1.5ltr Surge tank
Tigart exhaust manifold (ceramic coated)
Tial MVR 44mm ext WG.
Garrett GTX3076 .82ar,3 inch Vband turbine housing.
ITG Maxogen air filter
Full 3.5inch exhaust system.
Helix cerametalic 6 paddle clutch, uprated cover.
To start with at current power levels, we have been forced to cross over to a more bespoke and specialized management system that offers greater consistency and reliability. I personally went with the Dta Pro S80 ecu for cost, broad base functionality and most importantly the tuner, who is well versed in mapping the 20v 5 cylinder engine for over several years now. To complement the expertise with management system, a Land and Sea DYNOmite water brake testing dyno (industry standard) was used to calibrate the platform accurately. Accuracy and consistency being the key here, so all runs are performed in 4th gear also for 1:1 ratio.
A brief insight to the workings of water brake dynometers.
Water brake dynometers are some of the most popular devices for engine dyno testing, ideally suited to the testing of high-output engines.
Water brakes use water flow proportional to the applied load, to create resistance which test the engine’s output. A controlled flow of water through the inlet manifold is directed at the centre of the rotor in each absorption section; the water is then expelled towards the outside of the dynamometer body by centrifugal force. As it is directed outwards, the water is accelerated into pockets on the stationary stator plates, where it is decelerated. This continuous acceleration/deceleration of the water creates the applied load to the motor. Through this transfer of energy, the water is heated and discharged. The main benefit of water brakes for the mapper is the advantage of steady-state load measurements, which allows running at higher revs while still retaining accuracy and repeatability.
For road testing, JDM dyno facility has access to Kirbride Airfield (frequently used by Msport, Ford WRC team), so no excuses for real time runs in 4th, 5th and 6th for extreme load condition calibrations.
Now back to the 2.1L platform in action.
Working closely with John, we took full advantage of all optimizing capabilities of the DTA and set the parameters to suit my extreme driving demands.
First impressions, the part throttle and off boost driveability is far torquier than I’d expected, so a bonus there already. Idle is rock solid, no murmurs or palpitations to irritate. Power delivery is very smooth and progressive throughout the rev range as 2.15bar is force fed, leaving your senses discombobulated.
At that intensity of power & revs the engine note is AWESOME! The massive 440lbs of torque is a first,on pump fuel.(from 2.0L engine)The power band unleashes its ferocity from 3750rpm straight to the limiter. Through the gears right from the magic 3rd to 5th the speedo could be mistaken for the rev counter, hitting its massive 2.15bar boost ceiling every time and holding. Amazingly the boost profile mapped through the DTA software gives it superb consistency every time. Traction’s mind blowing, even in the less than favourable conditions we are facing lately.
John (DTA mapper) commented that he had never experienced traction issue on his dyno… ‘till mine turned up. Traveling north to the Scottish borders up from the most South Westerly corner of London takes just 1 full tank averaging 370-400 miles, not bad for a 520hp daily driver.
Being a frequent visitor to mapping and dyno facilities across the country I got used to supplying full tank of fuel for mapping sessions (£100+), JDM used half of that from start to finish over three days which is testament to his experience.
One extra enhancement to add shortly is the E85 map ready for SPA italia
Note; key comparisons will be submitted against my old 2.4L setup once I’ve got my new/old graphs from Surrey RR on Feb 2nd.
Big Thanks to Rob40, F1Ang, Jbt and Shaun for their support,and of course, John at JDM dyno for his expertise.
Enjoying the Power again!
Barbz
,thats why i jumped ship to a standalone. 
