INTRODUCTION TO TUNING &

PRE-TUNING GUIDE
 PART 1
➢ WHY TUNE WITH US ?

➢ W H AT I S I N C LU D E D I N
MY TUNING SESSION ?

➢ W H AT D O E S T U N I N G
DO TO MY CAR ?

➢ WHY CHOOSE CUSTOM

TUN E CO M PA R E D TO
BASIC REFLASH ?

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 WHY TUNE WITH US ?
We have custom tuned more than
1000 vehicles, including moped,
cars and superbikes.

Our tuner, Mr. Syamil Hanafiah, has more than 13 years of experience in
motorsports. He has been tuning internal combustion engines from
carburated engine era up till fuel injection becomes the norm. He himself
is an engine builder, sound system installer, electronic parts installer and a
tuner. For him, he has the full image inside his head of what and how
things are happening inside your engine.

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 WHATS INCLUDED IN YOUR TUNING
SESSION ?
Let ’s have a look on what is being
done !

➢ AFR Optimization

➢ Ignition Timing Optimization

➢ Intake & Exhaust MIVEC Optimization

➢ Open & Closed Loop Threshold Adjustment

➢ Drive By Wire Throttle Recalibration

➢ Pops & Crackle (Inspira/Evo X ECU Only) [BY REQUEST]

➢ Boost Limit/Boost Target/Boost By Pedal Adjustment *

➢ SST Upshift Ignition Timing Optimization *

➢ SST Upshift Fueling Optimization (Only with TephraXmod V3) *

➢ Flat Foot Shifting (Only with TephraXmod V3) *

➢ Launch Control (For manual cars only) (Inspira/Evo X ECU Only)

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 AFR
Optimization
As seen from the chart on the left, best fuel
economy is at 16:1 AFR, but at a cost of low power
and high emission. Therefore, closed loop fueling is
always aimed at 14.7:1 for best of fuel economy
and cruise power.

However, at Wide Open Throttle conditions, we aim

for around 12.5:1 AFR for NA engines and
somewhere around 11.0:1 to 11.5:1 AFR on
turbocharged engines for maximum power
production.

Stock cars tend to have a very conservative tune,

where fuel is left rich and a quite retarded ignition
timing for safety. Hence, a lot of power can be
unleashed SAFELY with a careful tuning from a
knowledgeable tuner.
 STOCK VS TARGET AFR
(NA 4B10/4B11/4B12)
16
14
12
10
8
6
4
2
0
2000RPM 3000RPM 4000RPM 5000RPM 6000RPM 70000RPM
STOCK AFR TARGET AFR

As seen from chart above, stock tune from the factory is very lean at lower RPM which causes low
power condition below 3700RPM, and a very rich AFR post 4200RPM which causes high fuel
consumption and is not running at it’s best efficiency during spirited driving.

When you tune with us, we get your AFR right back on track, producing more power while
consuming less fuel during spirited driving.
When we tune your car, we optimize your ignition timing based on your setup. A stock tuning on
Inspira/Lancer/Evo X has a severely retarded ignition at some point while too much timing at some
point.

We adjust your ignition timing to MBT if possible, if not possible, we will increase your timing up till a
point of knocking and reverse back a few points.

Higher octane / RON numbers usually allows for more ignition timing advance, hence making more
power. However, it is very important TO NOT USE A LOWER OCTANE/RON FUEL AFTER YOU HAVE
TUNED FOR A HIGHER OCTANE/RON FUEL.

It will cause knocking/detonation to occur, and your engine will go KEBABOOM !

 MIVEC
Optimization
A stock MIVEC tuning for our Inspira/Lancer/Evo X is
quite conservative, aimed to reduce pumping losses
during cruise and to help spool the turbo (if present)
faster.

However, the stock MIVEC mapping can be changed

to considerably improve low to mid RPM torque and
help your tubo (if present) spool much faster,
improving the usable powerband at a cost of just a
little increase in fuel consumption.

We carefully mapped the MIVEC so that during

cruise and low throttle input, fuel usage is being
minimized while going all out when you hit hard on
the gas pedal.
 STOCK MIVEC VS TUNED MIVEC
180
160
140
120
100
80
60
40
20
0
2000RPM 3000RPM 4000RPM 5000RPM 6000RPM 70000RPM
STOCK MIVEC TUNED MIVEC BY NHR ENGINEERING

As seen from chart above, a properly recalibrated MIVEC results in higher torque and horsepower,
mainly at 2500-4800rpm.This RPM range is crucial for town driving where you needed more power
down low to overtake other vehicles and is also very useful during hill climb, giving you more power
going uphill. Gains can be made at higher RPM too if the exhaust system is free flowing at high RPM.
On a turbocharged car, you will see a 200-500rpm* improvement in spool up time compared to stock
MIVEC calibration, giving you a fatter more useful powerband on the left.
 As you can see on the chart,
the source file may be tuned
CAR B for CAR A. When the same
RESULT : TOO LEAN,
- Open pod kit file is used for CAR B, C & D,
LOW POWER AND
-2.5 Inch Straight
KNOCKING they will have a calibration
Exhaust
not suited to their hardware.

(SOURCE FILE : CAR A) CAR C RESULT : TOO RICH, Airflow calibrations, fuel &
-Stock Intake - Stock Intake LOW POWER, BAD FUEL ignition maps will not be at
-2.5inch S-Flow Exhaust - Stock Exhaust ECONOMY their optimum value.

In severe cases, the tune file

CAR D RESULT : QUITE LEAN,
-Open Pod Kit SLUGGISH for CAR A might be too
- Stock Exhaust ACCELERATION aggressive for the other cars
and might cause your
engine to blow up due to
engine knocking / excessive
lean condition.

Basic ECU Reflash vs Custom Tuning

 N/A SETUP
RECOMMENDATION
& TIPS

1. Intake System

2. Exhaust System

3. Camshaft

4. Miscellaneous

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 Extractor
Setup
For our 4B10/11/12 engine, we have
had great results by using a 4-2-1
extractor system from HotBits and
SuperCircuit. 4-1 system usually gives
higher RPM power but not so with our
engine. It might be due to the
configuration of the cam & engine
design, or might be that the 4-1 system
is not well designed and tested.

You may try to use or custom your own

4-1 system, but we can’t guarantee the
outcome.
Intake System Selection
PHOTO TYPE PROS & CONS
PROS :
• TAKES A LONG TIME TO CLOG UP.
• FREER FLOWING THAN STOCK.
WASHABLE DROP IN AIR FILTER • COLD AIR SOURCE
(K&N/WORKS ENGINEERING/BMC) CONS :
• LONG PATHWAY
• AIR GOES THROUGH CORRUGATED
SECTION BETWEEN AIR FILTER AND
THROTTLE BODY.

OPEN POD SYSTEM
(AIR SOURCE : REAR OF ENGINE BAY)
*MAF HOUSING DIAMETER 2.5” ID
RATING : 4/5
PROS :
• MUCH FREER FLOWING THAN STOCK
• EASY TO CLEAN THE AIR FILTER.
CONS :
• INGESTS HOT AIR FROM EXHAUST
MANIFOLD AREA
• SLUGGISH PERFORMANCE DURING HOT
DAY, LOW SPEED DRIVING.
RATING : 3.5/5
Intake System Selection
PHOTO TYPE
COLD AIR INTAKE SYSTEM
(AIR FILTER BEHIND FRONT
BUMPER, NEAR WHEEL WELL)
CUSTOM OPEN POD SYSTEM
(AIR SOURCE : FRONT OF ENGINE
BAY)
*MAF HOUSING DIAMETER 2.5” ID
PROS & CONS
PROS :
• COLDEST AIR INTAKE LOCATION POSSIBLE
• MUCH FREER FLOWING THAN STOCK.
CONS :
• MAY SUCK IN WATER DURING HEAVY RAIN /
WHEN HITTING WATER PUDDLE, CAUSING
ENGINE HYDROLOCK
• HARD TO CLEAN UP THE AIR FILTER
RATING : 3/5
PROS :
• MUCH FREER FLOWING THAN STOCK
• EASY TO CLEAN THE AIR FILTER.
• COLD AIR SOURCE
CONS :
• NEED TO RELOCATE THE BATTERY
RATING : 5/5
 Exhaust System Setup
If you wish to use a dual outlet exhaust on your N/A car, it is
BAD advisable to use the pipework design from the image on the
lower left.

The pipework design on the top left will minimize any possible
exhaust scavenging effect due to its sharp turn and its overall
design. Power production might be a bit lower compared to
the other one. Use V-Band instead of flange for a better flow.

GOOD
 Resonator / Muffler Selection
Always use a straight through
perforated resonator / muffler.
Spirals/spikes inside the chamber
will cause unnecessary turbulence
and restrictions, which may cause
backpressure to increase.

Remember, what we want is

SCAVENGING, not BACKPRESSURE !

BACKPRESSURE REDUCES POWER A

LOT !
GOOD BAD
Wrap Your Headers !
We have had great results by using an exhaust wrap on the
headers/extractor. Hot gases flow more easily and fluidly, and
as our header has a lot of bends, keeping the exhaust temp
high is important.

Not only that, it helps to keep the exhaust heat inside instead
of radiating it into the engine bay. If you’re using an open pod
system, you will definately notice a difference on hot day low
speed driving. Your A/C system feels much cooler too as it
reduces the heat going to your firewall & A/C pipes.

COOLER INTAKE TEMP = MORE OXYGEN = MORE POWER !

Camshaft Selection

ENGINE INTAKE CAM EXHAUST CAM

4B10 4B12 CAM (Low RPM a bit STOCK
sluggish)

4B11 4B12 CAM STOCK

4B12 4B11T CAM STOCK
 BOLT ON TURBO TIPS /
REQUIREMENT
1. Use Ralliart TD04 or Evo X TD05 turbo kit. For best spool up,
use TD04. TD05 is a bit too big for bolt on applications as
boost is limited to 0.8bar. On 4B12 bolt on, gains with TD05
can be seen.
2. Make sure to run coolant through the turbo housing. No
coolant will cause the CHRA section to overheat, causes oil
cooking and it will damage the turbo shaft and bearing.
3. Stock Evo X Intercooler is preferred over Ralliart.
4. For best result, use 3inch straight flow exhaust.
5. Use MAC / Grimspeed 3 port solenoid for boost control. Do
not use manual/external boost controller. Your stock ECU
handles the boost curve much better.
6. Make sure to install an oil cooler. Oil gets hot faster on
turbocharged car. Your oil temp can easily reach 120c
without an oil cooler.

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 BOLT ON TURBO TIPS /
REQUIREMENT
7. Use a fuel return system. You can use OEM return system &
fuel pump from a Ralliart / Evo X. Aftermarket regulators
should be good too, set the regulator to 3 bar during engine
ON with vacuum hose disconnected.
8. For best spool up, you can use an open pod system. If
you’re making a custom intake, make sure the MAF housing
area is 2.5” ID.
9. For best result, use RON97 when tuning and do not switch
back to RON95, unless you want a conrod flying out of your
engine block.
10. If you’re using a CVT, you can relocate your cooler to front
of radiator. If you wish to retain the stock position, please
upgrade to bigger cooler if you wish to drive spiritedly most
of the time.

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 EVO X UPGRADE TIPS

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 INTAKE SYSTEM SELECTION
PHOTO TYPE PROS & CONS
PROS :
• TAKES A LONG TIME TO CLOG UP.
• MUCH FREER FLOWING THAN STOCK.
OPEN POD SYSTEM • SOUNDS GREAT
(IF YOU CUSTOM IT, MAKE SURE TO INCLUDE
HEATSHIELD LIKE IN THE PHOTO. HOT CONS :
TURBULENT AIR FROM THE RADIATOR WILL • MAY SUCK IN HOT AIR
CAUSE YOUR IDLING TO GO CRAZY)
RATING : 4/5

PROS :
• MUCH FREER FLOWING THAN STOCK
• EASY TO CLEAN THE AIR FILTER.
• HELPS DRAW COOL AIR FROM FRONT
OPEN POD SYSTEM WITH C.A.I BOX BUMPER
(AIR SOURCE : FRONT OF ENGINE BAY)
CONS :
• SOUND IS IDENTICAL TO STOCK AIRBOX.

RATING : 5/5
 MAF HOUSING SIZING
Always choose your MAF Housing size according to your
target horsepower. Your sizing should be based on your turbo
selection and target boost level.

If your MAF Housing is TOO BIG, you will sacrifice drivability

for nothing.

If your MAF Housing is TOO SMALL, you will max out your
MAF Volts too soon.

TARGET HORSEPOWER SIZE

300-390WHP STOCK / 2.5”ID

390-450WHP 3.00” ID

450WHP+ 3.5” ID
 3P BOOST SOLENOID
1. For better boost control capability, use a 3 Port
MAC/Grimspeed solenoid. This solenoid can raise your
boost level much higher than the stock solenoid.
2. When installing, make sure the hose fits tightly on your
fittings. If the hose come off during boost, your boost will
spike to more than 3 bar and kaboom.
3. For stock actuator : Connect port 3 to boost source (turbo
outlet). Connect port 2 to turbo actuator. Leave port 1
open.
4. For external wastegate : Connect port 3 to boost source
(turbo outlet). Connect port 2 to BOTTOM port of your
wastegate. Leave the top wastegate port and port 1 of your
solenoid open.
5. It is advisable to connect port 1 of solenoid to your intake,
after the MAF sensor.

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 4P BOOST SOLENOID
1. For best boost control capability, use a 4 Port
MAC/Grimspeed solenoid. This solenoid can raise your
boost level much higher than the rated spring pressure.
2. When installing, make sure the hose fits tightly on your
fittings. If the hose come off during boost, your boost will
spike to more than 3 bar and kaboom.
3. For Turbosmart 2 port actuator : Connect port IN to boost
source (turbo outlet). Connect port A to BOTTOM and port
B to TOP of actuator . Leave port EX open.
4. For external wastegate: Connect port IN to boost source
(turbo outlet). Connect port A to TOP and port B to
BOTTOM of wastegate . Leave port EX open.
5. It is advisable to connect port EX of solenoid to your intake,
after the MAF sensor.

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 FUEL SYSTEM SETUP

DETERMINE
TARGET DETERMINE
DETERMINE DETERMINE FUEL
HORSEPOWER BY TARGET BOOST
INJECTOR SIZING PUMP SIZE
TURBO LEVEL
SELECTION

When setting up your fuel system, you need to determine your target horsepower. An injector too
big will cause sluggish acceleration and high fuel consumption during cruise due to bigger
droplets compared to smaller injector. A smaller injector typically have a finer spray pattern. If the
injector is too small, you will max out your IDC before reaching your target horsepower.
Let us guide you step by step on setting up your fuel system.
 DETERMINE
TURBO
FLOW
CAPACITY
How to read compressor map :

The vertical axis on the left is your

pressure ratio. 1.0atm is equals 0bar
on your gauge. 2.8atm equals 1.8bar.

The horizontal axis is your corrected

mass flow in lbs/min. 64lbs/min
equals 640hp potential power.

You may need to run more/less boost

to get the airflow rating based on your
engine displacement.
 SIZING YOUR INJECTORS
N/A TARGET TURBOCHARGED TARGET INJECTOR FLOW RATE INJECTOR FLOW RATE
HORSEPOWER HORSEPOWER lbs/hr cc/min
225-290HP 185-240HP 38 lbs/hr 399cc/min
280-360HP 240-300HP 48 lbs/hr 504cc/min
350-450HP 300-375HP 60 lbs/hr 630cc/min
424-540HP 350-450HP 72 lbs/hr 756cc/min
500-625HP 410-525HP 84 lbs/hr 882cc/min
540-690HP 450-575HP 92 lbs/hr 966cc/min
610-775HP 510-650HP 104 lbs/hr 1092cc/min
710-900HP 590-750HP 120 lbs/hr 1260cc/min

• Fuel flow requirement above is calculated for a 4cyl engine, with 3.1bar static fuel pressure.
• This estimation is valid if your fuel pump is able to maintain its pressure throughout the needed fuel flow
range.
• Target horsepower is measured at the crank.

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 Choosing The Right
Fuel Pump
This flow chart is taken from an AEM 340lph fuel pump. As you can see,
340lph is only achievable when the fuel pressure is at 40psi. When you
are boosting, your fuel pressure will increase proportionally with your
boost pressure. In this case, our base fuel pressure is 3.1bar
(44.95psi). Assuming our target boost is 1.8 bar, so :

3.1bar+1.8bar = (4.9bar x 14.5psi) = 71.05psi

Your peak fuel pressure will be 71.05psi, and at that pressure your fuel
pump is only able to pump 278lph (278,000cc/hr). Divide the value by
60min, you will get 4633cc/min.

This means that this fuel pump will sufficiently supply 4 units of
1000cc/min injector. 4x1000cc/min : 4000cc/min.

However, this fuel pump won’t be able to supply enough fuel for a
1300cc/min injector. You need to find a bigger fuel pump.
 STOCK ENGINE MAX POTENTIAL (SPECIAL TUNING PROCEDURE)
600

500

400

300

200

100

0
2000RPM 3000RPM 4000RPM 5000RPM 6500RPM 75000RPM
HORSEPOWER TORQUE

As seen from chart above, if we choose a turbo and cam suited for the stock engine, we can limit the
torque flat at 380ft/lbs and achieve 540whp at 7500rpm. This is the best value for money setup as
even the stock SST clutch pack can easily handle this power curve without slipping.

With an upgraded internals, we can ramp up the boost on early RPMs higher, thus giving more torque
and usable powerband. Peak HP might increase or not depending on whether the turbo has been
maxed out or not. Built internals can have higher load capacity, thus we can use power adders such as
WMI injection and increase ignition timing to increase torque, peak HP and have a fatter powerband.
 ENGINE BUILD SUGGESTION

• Use ARP head studs/main studs when you rebuilt your engine.
• 86mm piston is not recommended as the possibility of loose PTW clearance when inserted
into our stock block.
• Make sure to do full engine balancing to ensure the longevity of your bearings.
• Ferrea / Supertech engine valve is recommended if you wish to drive like crazy.
• Use a fluidampr crank pulley to minimize engine harmonics and to protect your engine
bearings.
• Use an iron wet sleeve if you wish to push more than 600hp at the crank.
DISPLACEMENT CONROD PISTON SIZE SAFE REV LIMIT USAGE
2.0 (86mm Crank) Manley H-Tuff / 86.5/87mm 9000-9500RPM DRAG RACE
Carillo Pro-H
2.2 (93/94mm Crank) Manley Turbo Tuff I- 86.5mm 8000-8500RPM STREET / TOUGE
Beam

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 YOUR TURBO IS THE HEART OF
YOUR ENGINE
Always remember, a turbocharged car power mostly comes
from its turbocharger. Use a forged, fully built internals with a
weak performing turbo, you will get bad results. Even a stock
4B11T engine can reliably produce 500whp with a properly
sized turbo with a proper tuning. Most people tend to spend
too much money on things that are unnecessary, including
changing the internals, but they decided to save their money on
the turbocharger. Trust me, don’t be so stingy to spend on your
turbo.

We have had great results with Garrett GTX Gen2, BorgWarner

EFR & Precision PT turbos with our Evo X.

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 CHOOSING A TURBO
TURBO FLOW RATE MAX CRANK TYPE TESTED POWER USAGE
HP @ 2 BAR
BOOST
MHI 18-K 54lbs/min 540HP STOCK FRAME 390WHP STREET
HKS GT-III RS Est 42lbs/min 420HP STOCK FRAME 370WHP STREET
HKS GT-II 8262 Est 55lbs/min 550HP STOCK FRAME 420WHP DRAG
GTX 3576R G2 75lbs/min 750HP STOCK FRAME 450WHP STREET
GTX 3076R G2 65lbs/min 650HP STOCK FRAME 396WHP STREET
EFR 7163 60lbs/min 600HP T4 TS 400WHP STREET
EFR 7670 64lbs/min 640HP T4 TS 463WHP STREET
EFR 8374 79lbs/min 790HP T4 TS 527WHP STREET/DRAG

• The tested power @ 2 Bar is with a 2.0L forged engine, at same peak RPM of 7500rpm with 92 OCT
PUMP GAS. Results may vary a little depending on your cams, intake and exhaust setup.
• STREET title is given due to its fast spooling character, which is suitable for OTR applications.
• Power is tested on a 4WD DynoJet Dynamometer.
 CHOOSING THE RIGHT CAM
CAMSHAFT IN DURATION EX DURATION IN LIFT EX LIFT BEST RPM HP RATING
RANGE
TOMEI PONCAM 260 250 10.3 9.8 3.5K-7.5K RPM 300-450HP
TOMEI PROCAM 270 270 11.5 11 4.5K-9K RPM 400-600HP
KELFORD 214-A 262 252 10.3 9.65 3.5K-7.5K RPM 300-450HP
KELFORD 214-B 270 262 11.3 10.35 4.5-9K RPM 330-550HP
GSC S1 264 264 10.2 10 3K-7.5K RPM 350-550HP
GSC S2 274 274 11.2 11 3.8K-8.5K RPM 500-650HP
GSC S3 280 280 11.3 11.3 4.5K-9.5K RPM 650-800HP
AMS TMP SECRET SECRET SECRET SECRET NOT SURE :P

• Choose a cam that is suitable with your turbo / target horsepower. The best cam will be the cam that is
suited for your turbo’s RPM powerband curve.
• Always use an upgraded valve spring if you wish to rev more than 7500rpm.
 Change Your Turbo
Manifold If You Plan To
Go Big !
Our stock Evo X log manifold is designed with cost reduction, simplicity and
size in mind. If you plan to make big powers, change to tubular manifold
designs such as MAP Tubular Manifold or FullRace Tubular Manifold. This
design is much freer flowing, spools your turbo faster and minimize
exhaust gas turbulence and collision in between cylinders.

Most people tend to buy the MAP Investment Cast Manifold, which is
much more durable than stock, but it has very little performance gains
over stock. Save your money and buy this instead.

Gains as much as 15whp have been seen even with the stock turbo.
Larger gains can be seen with a much higher flowing turbo. Please buy a
quality tubular manifold, don’t cheap out. Cheap poorly made manifolds
will easily crack, causing headache and more downtime in the future.
Change Your
Downpipe !
Our stock Evo X downpipe is VERY
restrictive. Change to TOMEI
Widemouth Downpipe for best
results if you’re using a stock frame
turbo. However, the Tomei downpipe
have a reducer which goes down to
2,75” before going back to 3”. I
recommend cutting off the 2.75”
part and make it a full 3”.

If you’re using EFR / Precision

turbos, make a full 3” downpipe or
buy a ready made downpipe from
MAP / FullRace.
Exhaust System Setup
Keep your pipe as straight as possible using a 3” pipe,
minimizing bends. For 600hp+ applications, you may opt for
3.5” after the downpipe but at the expense of lesser ground
clearance.

We recommend using a V-Band instead of flange, as the V-

Band has a straighter connection and eliminates the
possibility of a mismatched position at the joints.
 Exhaust System Setup
If you wish to use a dual outlet exhaust on your Evo X, it is
BAD advisable to use the pipework design from the image on the
lower left.

The pipework design on the top left will probably cause

backpressure to increase, slowing spool up due to its sharp
turn and its overall design. Power production might be a bit
lower compared to the other one.

GOOD
 Wrap Your Tubular
Manifold
For better spool up, wrap your headers with an exhaust wrap.
Use overlapping method, with at least ¼ overlap between
each wrap. We have seen an increase in spool by 400rpm by
just wrapping the manifold and using a turbo blanket.

Keeping the heat inside is also crucial to avoid plastic parts in

your engine lasts longer. Rubber hoses, plastic containers
such as your master cylinder reservoir deteriorates very fast
with heat. So, wrap your manifold and use a turbo blanket !
 Turbo
Blanket vs
No Blanket
PTP Turbo Blankets have made a study
regarding their turbo blankets.

As you can see on the right, turbo speed

and boost level rise significantly faster
when using a turbo blanket. A
difference of 2seconds in spool up.

If you are in a race, 2 seconds is a huge

amount of time !

Always remember, HEAT helps to spool

up your turbo. HEAT is energy. Less
heat, less energy.
 Water Methanol
Injection System
WMI Kit is the perfect choice to increase your octane
rating and gain more power from your setup. Gains
from 20whp up to 100whp have been seen when
tuning using WMI Kit.

It’s hard to explain here, if you’re interested, do

contact us for more explanation. We are certified to
install & tune WMI fitted cars. We will custom make a
failsafe harness to ensure a proper setup.
 THANK YOU !
If you feel this guide have benefi ted you in
a n y w a y, d o s u p p o r t u s b y t u n i n g y o u r c a r
with us.

Whatsapp us at : +6017-3932920
( M r. S y a m i l H a n a f i a h )

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