The Toyota Celica is always a popular sports car, the new Celica features aggressive Japanese styling cues that can easily be enhanced from a number of after market tuning manufactures. However the acceleration performance of the vehicle should as with most entry level sports cars be improved.
Our customer bought the vehicle with the intention of being different by completing a project that is on par with many high dollar Acura Integra turbo projects. The Celica features a number of similar design philosophies to the Honda, Acura engines. Some of these similar features include variable valve timing, sixteen valve dual overhead cam four cylinder engine with aluminum block.
Based on previous experience with these type of four cylinder engines EIP had to fabricate and produce specific parts for this new application. EIP started by completely removing the engine to do a complete tear down.
To obtain three hundred or more horsepower from an aluminum block one has to have ductile iron sleeves put in place (machining, requires complete disassembly of short block). Without this sleeve provision aluminum block cylinders will experience deflection, causing the cylinders to move out of alignment, which leads to head gasket failures or even cylinder wall cracks.
Once the initial aluminum block hurdle is overcome the actual internal engine components need to be manufactured. EIP designed and built low compression forged alloy turbo pistons and a 4340 chromemoly rod set to match. With this addition the short block is assured strength for high horsepower forced induction.
Assembly of the engine at this point is still out of the question. Cylinderhead work (porting) can add ten percent or more horsepower to many forced induction sixteen valve engines. EIP with experience in both, Acura and Volkswagen cylinderheads completely overhauled the cylinderhead, increased port size, port matched where necessary and swirl polished both Intake
and exhaust runners.
The block and the head at this point require additional machining. EIP orings the aluminum block and additionally receiver grooves the cylinderhead. Finally a copper head gasket is manufactured, in order to mate the two prepped surfaces.
Once the cylinderhead, and short block are completely assembled, and thoroughly checked the engine can be physically placed in the vehicle. At this point the technician goes through the painstaking task of sorting through the factory wiring harness addressing which wires are necessary for TEC III (stand alone engine management). After sorting the wires the basis of the TEC III install begins with the wiring laid out. Additionally at the same time the fabrication technicians begin to sort the layout and design of Intake
and charge piping as well as turbo manifold design and intercooler placement etc. (In many cases EIP layouts the intercooler design and the Turbocharger size before a project is worked on. By doing so the customer has a good idea of the expense and the horsepower potential or limitation of the project).
Once the basis of the turbo system is fabricated the TEC III installer can continue his work by identifying the ultimate location for the TEC III ECU and DFU. Many times these parts require custom brackets to be fabricated and additional wiring to be added in order to place the units in functional and appealing areas within the engine bay.
As the TEC III install comes to a close, the fuel system for this project as with most projects has to be addressed. EIP's technical staff often addresses this point early on by knowing specific parts that are necessary to produce the desired horsepower. This project required a combination of EIP's retail fuel system parts:. EIP custom fuel rail, EIP upgraded injectors, EIP competition series fuel pressure regulator and EIP Stage II fuel pump. After the fuel system parts are installed the TEC III technician closes out his install by connecting the fuel injectors to the TEC III system.
The project now looks close to complete however small details are addressed at this point such as accent painting, loose wires, complete check over of hardware, lines, gaskets etc. in preparation for TEC III tuning as well as quality control of the entire project. EIP is fortunate that within its own facility they host a DYNOJET dynamometer. This enables the TEC III tuner the ability to adjust and dial in the vehicles optimal performance within a controlled environment. It is critical to monitor fuel, and exhaust gas temperature with external specialized gauges and meters. Without doing so one will either not reach the optimal performance that maximizes power output gains, or more likely severely melt the engine internals. After base line tuning is established the new engine requires a break-in period of a five hundred miles. Initial miles are placed on the vehicle by the quality control staff as well as the TEC III tuner to add additional street driveabilty input to the TEC III program. When the engine is established as reliable by addressing any noises, oil consumption, leaks, oil change etc. the car is released to the customer for an additional break-in period.
We reach the end of the project when the vehicle is returned for the power tuning phase. EIP at this time increases the boost along with fuel and ignition timing to further the horsepower output. With many of the turbocharged projects that feature the Apexi AVCR electronic boost controller the TEC III tuner will establish two desired boost levels through this unit. (AVCR controls boost, by pressing a button one can alternate boost settings that are pre-programmed. For instance in a daily driving setting one can run 10psi of boost and at a button press increase the boost to 15psi). This feature is phenomenal for street/race applications.
(This text is generated to give a small generalized look at what goes into building and tuning a high horsepower custom turbocharged application).