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I wish I had seen this post much sooner. Lol I've been killing myself over trying to get the right spool characteristics for a stock Evo X engine (4B11T). I got very close, but I suspect the cams and fueling I chose to use are a bit off from what my car actually has. Lol No biggy though, it's still huge fun tinkering with these turbo engines!

I here I leave a top of the line studebaker V8. with power ratings that somewhat match the little information I could find

Despite the bugs with the turbos (at least from the standpoint of modern engines), I was able to whip something up in 10 minutes that resembles the engine in my Chevy Sonic.

Behold, the GM Family 0 LUV, AKA the A14 NET:


There's too much torque (should be 150 ft-lbs), and the torque is delivered too late (should be 2500 RPM instead of 3200). Also the power curve should be smoother in the lower range. But not a bad shot in the dark.

Another quick and dirty (and almost spot-on) replication...

2008 Hyundai Beta II engine, from my last car (Kia Spectra5):


Torque hits too early this time, but other than that, this is VERY close to the real deal.

I figure this is better thread for these: viewtopic.php?p=46970#p46970
By "these" I mean F20C 240HP USDM version from Honda S2000 and Tipo F131 from Ferrari 360 Modena.

Name of Car Company: Frechette Automobile Recherche et Développement. FARD.
Owner of company: frechett79
Website or Forum thread: viewtopic.php?f=35&t=4868
Established: January 1979
Company ID: #1979001

Fictionnal Story: Since late 70's Frechette Automobile does R&D to improve cars performance. We work with the greastest cars company from street to track. We have won 18 races championship from touring cars, WRC Rally, drag race and lot more. And still more to come....

Here my engine developpement forum. I will post my latest engine R&D project here. Feel free to share.
viewtopic.php?f=34&t=4872

Histoire fictive: Depuis la fin des années 70, Fréchette Automobile fait du R&D pour améliorer la performance des voitures. Nos travaillons avec les plus grands compagnies auto de la rue à la piste. Nos avons gagner 18 championnat de voitures de tourisme, de Rally WRC, de drag et beaucoup d'autres. Et ça continu aujourd'hui....

Voici mon forum de developpement de moteurs, je vais y mettre mes nouveaux moteurs R&D . Partagez à votre guise
viewtopic.php?f=34&t=4872

Ferrari F458 Special Engine. 4.5L GDi

Based on the Ferrari site specs but the torque curve too late. Enjoy

For more engines go to: viewtopic.php?f=34&t=4872

List of engines by me:
1965 Shelby GT350 HiPo 289
2014 Ferrari F458
1987 Ferrari F40
1973 Ferrari Dino
2000 Ferrari F360
2015 Lexus RC-F
and mores

I present to you, MY recreation of the engine from the Bentley Continental GT V8 S







Please post a reply and give me some feedback, I'd like to know how to increase the torque, without increasing the power. Cheers

nicroh007 (C.E.O of RHC and RAE Pty Ltd)

Right. About time I allotted some more time to the forums.

This time we have the Mitsubishi 4B11T engine, the one currently occupying the Lancer Evolution X.
Successor to the Legendary 4G63 engine, this one has an Aluminum block with iron sleeves instead of a full iron block.
It now features MIVEC (VVT) on all valves instead of just intake valves.
Balancing rods are now gone.
Strangely enough, the engine was flipped 180 degrees of it's position. The exhaust manifold now faces the firewall.

So, with a lot of finicky and frustrating tuning, I was able to get exact stock Horsepower and Torque values at their proper respective RPMs.
This comes at the price of fuel economy. I'm way too lazy to tune the thing so It matches HP and Torque exactly at correct RPMs while getting good fuel economy.
According to a bunch of threads on Evo X forums, the car takes 98 Octane (RON).
Also according to some guy on Evo X forums, rev limit is 7599.
For comparison to US market Evo: http://en.wikipedia.org/wiki/Mitsubishi ... gine#4B11T
I also don't know how much boost the stock turbo outputs. If anyone knows, can you tell me?

Well, I cannot tell you exactly what the stock turbo makes, but I'm pretty sure it isn't anywhere near 25psi. "Most" stock turbo setups are closer to the 10-15psi range. After that, reliability (and economy) becomes too much of an issue for a production car. Of course, many people do this to their cars with aftermarket parts/tuning.

According to the Mitsubishi website, the 2015 Evo X requires 93 octane fuel for North American editions.

After looking at evolutionm.net site, it looks like these are actually in the 20-22psi range. Interesting!

I'm not surprised by that. Even my A14NET/LUV in my itty bitty Sonic Turbo runs 15psi stock.

A far cry from mid 80's IHI Subaru/Mitsubishi turbos that were in the 7.7-8.7 range.

2014 Corvette Stingray LT1 Engine
Engine 6.2L V8 OHV 16-valve
HP (hp@rpm) 455 @ 6500
Torque (lb.ft@rpm) 460 @ 4500
It is an all-aluminum design which, while still a pushrod engine, boasts variable valve timing. The system adjusts both intake and exhaust timing between two settings. This engine reported to generate 450 bhp (340 kW) on gasoline via direct fuel injection, increased compression ratio to 11.5:1, and a modified engine controller.

And a Tuned version 600hp and 100 reliability.

The LS7 is a 7,008 cc (7.008 L; 427.7 cu in) engine, based on the Gen IV architecture. The block is changed, with sleeved cylinders and a larger 4.125in (104.775mm) bore and longer 4.00in (101.6mm) stroke than the LS2. The small-block's 4.4 in (110 mm) bore spacing is retained, requiring pressed-in cylinder liners. The crankshaft and main bearing caps are forged steel for durability, the connecting rods are forged titanium, and the pistons are hypereutectic. The two-valve arrangement is retained, though the titanium intake valves by Del West have grown to 2.20 in (56 mm) and sodium-filled exhaust valves are up to 1.61 in (41 mm).

Peak output is 505 hp (377 kW) at 6300 rpm and 474 lb·ft (640 N·m) at 4800 rpm with a 7100 rpm redline During GM's reliability testing of this engine in its prototype phase, the LS7 was remarked to have been repeatedly tested to be 8000 rpm capable, although power was not recorded at that rpm level, due to the constraints of the camshaft's hydraulic lifters and the intake manifold ability to flow required air at that engine speed.

And now... the recreation NOBODY wanted...

The Chrysler 2.2L straight-4, in this case the 1984 carbureted version:

BMW S65B40 (M3 E92 V8, 2007)
3999cc
AlSi Block
Aluminum Head
92mm Cylinder
75.4mm Stroke (Should be 75)
DOHC 4
Compression 12.0
Readline 8400
421 hp @ 8000 (Should be 420)
394 nm@ 6900 (Should be 400 @ 4000-6000)
Still not close enough to the real thing, but that's as close as I can get.