Article below as originally printed in eurotuner Febuary 2010 Issue
WE INVITED CARS FROM NINE OF THE BEST EURO TUNERS
TO DO BATTLE ON THE DYNO, DRAG STRIP AND ROAD
COURSE IN OUR ANNUAL eurotuner GP.
Words and Photos Greg Emmerson, Sam Du
There's nothing like the fumes from high-octane fuel and the smell of tortured rubber to get your eyes watering and your mouth salivating for the heat of competition. And so it happens every year, when we invite the nation's top tuners to take part in our Grand Prix event.
Entering its seventh year, etGP has grown in stature as horsepower numbers rise and quarter mile times dive with the controlled tires we provide to every participant in an attempt to level the playing field slightly.
This year would see perhaps the most diverse collection of cars in the event's history, with cars from Audi, BMW, Mercedes, Mini, Porsche and VW vying for top honors.
Previous years had seen only VW and Audi tuners prepared to put reputations on the line and back-up their claims of horsepower and performance. However, 2009 would see the arrival of the latest M3, a dark horse from Mercedes and a Porsche Cayman take to the field of combat.
In previous years, we resisted attempts by tuners to enter cars like the 911 Turbo since we don't feel it represents our audience. Nor do we feel it's especially difficult to make one go fast. But with the arrival of several supercharger conversions for the M3 V8, and the continued dominance of the Audi A4/S4, we decided to open the doors to a modified Porsche Cayman since it represents the first step on
the sportscar ladder for many aspiring Europhiles. We were also interested to see whether it could hold its own in this impressive company.
Inevitably, there are some tuners who don't want to appear in the GP, many who couldn't afford to make the journey to SoCal, and several who experienced last-minute car trouble before the event.
So what we have here represents a good cross-section of vehicles popular in the European tuning scene to give you an idea of the performance gains from the modifications on display.
The GP
As we've said before, the GP isn't really a competition with winners and losers because very few of the cars are the same. Instead, it's our opportunity to scrutinize specific products and packages in order to see if they meet the tuner's claims. So don't imagine the fastest and most powerful car wins. Yes, the team with the highest numbers has something to brag about, but that's not the whole story.
The GP isn't a head-to-head competition. Don't simply look to see who's fastest. Rather, you should use it as a tool to measure the relative performance of various tuning options on specific platforms.
Continental ContiSportContacts
For etGP09 we had initially wanted to provide Continental's new DW tires to all the competitors after it took first place in our giant 2009 Tire Test (et 12/09). However, an absence of some sizes after its introduction meant we returned to the trusted ContiSportContact3 used last year with great success.
The ContiSportContact3 was designed to meet the demands of powerful performance cars by providing shorter stopping distances, increased cornering grip and greater stability. Yet these tires are also used by several OEMs, so also have to provide good mileage, low noise and rolling resistance. As such, they represent a great choice for both wet and dry use on your modified Euro. They're also very capable of withstanding the tremendous abuse under the harshest conditions dished out in our Tuner GP.
As a testament to the performance, none of the competitors spun-out on the road course with grip problems. The tires' stability meant the teams could push them very hard and know how they would respond.
Similarly on the drag strip, all found plenty of traction off the line and were able to improve their times throughout the session. Many teams even drove to and from the event on the same tires without any problems at all.
Basically, etGP is a shop window where you can browse tuning conversions under the harshest conditions and draw your own conclusions about what will work for you.
The Format
As we always say, etGP is a test of speed, power and poise. The cars must participate on the dyno for outright power, the drag strip to underscore those numbers, and the road course to see how the engine, brakes and suspension perform as a complete package.
Like every GP the rule is there are no rules - except no nitrous in the engine. And because some teams previously had a big advantage through tire choice, we were again grateful to Continental for supplying
its excellent ContiSportContact3 tires to all the teams.
On the GT-Pro dyno day, teams are allowed a maximum of three pulls and can tune in between. In the past we've seen high numbers and this year was no excepetion.
With a change of venue, our drag strip was on the long straight at Buttonwillow Raceway. Competitors were unrestricted in the number of runs they could take during the three-hour session, and many took full advantage. However, the track officials were again unprepared
by the speed of some cars and limited the fastest to a few runs, although it had little bearing on the final outcome.
The road course at Buttonwillow Raceway was also our venue for the third day, providing an interesting comparison to the Super Lap Battle that took place a week before. The road course is the event every team wants to win and is the real indicator of overall car preparation. This is where the boys sit down so the men can stand up. It's always the highlight of etGP and the scene of the greatest drama.
With 50% more power than their closest rival, nobody could touch 034 Motorsport's 908whp Audi A4
The first thing you want to know when tuning a car is the horsepower number. That's why it's the first thing we test in the Tuner GP. We visit the drag strip the following day to see how power relates to acceleration, but the dyno day sets the tone for the entire competition. This is where a bragger backs down and a dark horse steps up.
We returned to GT Pro in Fullerton, CA for their expertise and use of the AWD Dynojet 424X dyno in their workshop. However, this year would be slightly different. Yes, the teams were able to tune their cars between runs and allow them to cool for a few minutes. They were also allowed to add ice to the intakes and blow nitrous onto the intercoolers. They were even allowed to operate the dyno if they so desired. But the big difference this year was that GT Pro was taking part in etGP for the first time.
The company has been a Mitsubishi specialist for years but we've mentioned their diversification into the Euro scene in recent years, even
showcasing their turbo upgrade for the 335i at eurotuner.com More recently, Brian La Fuente and the GT Pro team has been working on various Mercedes-Benz and decided to enter its mildly-tuned C63 AMG at the last minute. You can see how it fared throughout the GP but we did ask 034 Motorsport to operate the dyno during the C63's runs to ensure impartiality.
Generally speaking, the dyno day is when the first tears are shed, with competitors breaking engines early. However, etGP09 proved to be the exception, with very little drama to report. Most cars simply pulled onto the rollers, did their three runs and left.
FWD
Revolution Mini Works had the most powerful FWD runner, putting down 310whp
Of the FWD teams, the Streamline Industries Mk4 VW GTI 337 was first up. Its three runs were all within 2hp of each other, and 225 wheel horspower was in the realm the team was expecting from its K04 turbo upgrade.
Euro Sport Accessories was one of only two teams returning from last year's GP but had left its Mk1 racer, Mk3 VR6 and Ford Focus at home, choosing to debut a new Mk4 Golf GLS 1.8T instead. Other commitments meant it wasn't as developed as the team had hoped, but three consistent runs within 3hp of each other netted a best of 210whp.
Then, the Revolution Mini Works Cooper Swas strapped to the dyno. We've seen very powerful but fragile Minis in the past and were hoping this wouldn't be the same. Fortunately, this example wasn't as frenetic as previous examples, yet put down a respectable 298hp on its first run. It then followed up with 306 and 310whp to be the most powerful FWD in the GP.
RWD
GT PRO
Our thanks to GT Pro for the use of its dyno facility in picturesque Fullerton, CA. Their technical expertise again provided trouble-free results thanks to its reliable equipment and expert technicians. The 11000sqft premises houses the dyno as well as a large workshop area plus a machine shop, engine building room, fab shop and the largest customer reception/showroom you've ever seen. My apartment is half the size!
Formerly focusing on imports, the large yard is littered with Mitsubishi 3000 GT project cars but they've seen the light and are moving into Euros. Some Porsche and Ferrari projects got them started but they've since done a turbo upgrade for the 335i, Mercedes turbo conversions and now a series of C63 AMG modifications, with a full exhaust and possibly a turbo to follow the work on the car featured here. To have them work on your car, visit gtpro.com, boostedbimmers.com or phone 714/447-1697.
DYNO
TEAM
CAR
CLASS
FINAL (WHP)
034 Motorsport
Audi A4
AWD
908.11
Gintani
BMW M3
RWD
592.40
G-Power
BMW M3
RWD
546.62
TPC Racing
Porsche Cayman
RWD
422.39
GT Pro
Mercedes C63 AMG
RWD
414.52
Evolution Racewerks
BMW 135i
RWD
392.28
Revolution Mini Works
Mini Cooper
FWD
309.79
Streamline Industries
VW GTI 337
FWD
225.95
Euro Sport Accessories
VW Golf GLS
FWD
210.39
There have been GPs in the past without a single RWD car, so we were grateful to have five in GT Pro's yard waiting their turn. First up was the E92 BMW M3 coupe fitted with a G-Power supercharger. Again, it proved remarkably trouble-free and very consistent, putting down 530, 535 and finally 546hp at the wheels.
The E90 M3 sedan from Gintani was also supercharged and its four tailpipes seemed to bellow even louder than the G-Power car. It was amazing to hear these V8s at over 8000rpm, especially when Gintani's M3 put down 578whp on its first run. With some cooling time in between runs, the M3 jumped to 585 and eventually 592whp, which is hugely impressive and substantiates the claims of the M3 tuners.
Our third BMW was the little 135i from Evolution Racewerks. A recent dyno run had seen 400hp, so the team was satisfied with its best run of 392whp. On the bright side, all three runs were within 2hp of each other and we suspect the low reading was caused by another problem that would raise its head the next day...
The GT Pro Mercedes C63 AMG was limited to in-house mid-pipes and Asura software. It was also the only naturally aspirated car with an automatic transmission, as well as being the heaviest. In its favor, it sounded like a Nascar on the dyno, repeating its best 414whp on two occasions once 034 had got the hang of holding the trans in-gear.
The final RWD entry was the TPC Racing Porsche Cayman. The company has developed its own turbo kit to give the sportscar some testosterone. However, the first dyno run produced only 377hp and some confused faces. After an inspection, it turned out the boost solenoid was disconnected. Once rectified it hit 415 then 422whp.
AWD
With most teams being etGP virgins, few could imagine the intense battles between the Audi teams in previous years. With their fellow competitors falling by the wayside, we were left with one remaining Audi A4 from 034 Motorsport.
These guys take preparation to a new level, testing components on six different track days before being confident the car wouldn't break this year (as it had done in the past). However, they're pushing the envelope on every part fitted to their A4 quattro with its turbocharged VR6 engine, so breakages are to be expected.
Having put down more than 800whp last year, we encouraged the team to limit boost pressure and preserve the engine for the three-day event. But a first run of 255whp wasn't quite what we had in mind...
It turns out there was a problem with the dyno's software sensing the engine RPM. So the team applied more ice to the inlet manifold, sprayed nitrous on the intercooler and hit 908whp at 35psi. They'd chosen not to switch to the 42psi setting to save the motor, but the potential for 1000whp is there!
034 Motorsport, we salute you. You are the etGP dyno kings, putting down the highest number ever recorded in our event and winning the Dyno trophy we give to the most powerful car.
After running all morning,both M3's were in the 12sec bracket and tremendous fun, the Gintani M3 eventually getting the fastest RWD time 12.214sec at 122.12mph
For the first time in recent memory, day two arrived with a full field of nine cars. Nobody had suffered the catastrophic failures on the dyno we'd seen in the past and it was shaping up to be a good day for drag racing.
With our quarter-mile set up on the back straight at Buttonwillow Raceway, the cool temperature was perfect for the forced induction systems but not so good for the tires. Getting heat into the rubber would be critical, and competitors were trying every trick. Many were reducing tire pressures to find traction, with one FWD team going so low the tires failed tech inspection because they looked flat. However, another RWD team was increasing pressures up to 40psi in an attempt to get more wheelspin and a higher top end.
With three hours of track time, both the G-Power and Gintani M3 drivers were on the track early and were also the last to leave. Not only were they having enormous fun, but the cars performed consistently and flawlessly all day. Initially, they experienced traction problems with the huge amount of torque both cars were putting down, but eventually the drivers improved their techniques and the numbers came tumbling down into the low 12sec bracket. What's more, their elapsed time (ET) at the end of the quarter was 122mph for both cars.
DRAG RACING
TEAM
CAR
CLASS
FINAL (sec)
034 Motorsport
Audi A4
AWD
10.736
Gintani
BMW M3
RWD
12.214
TPC Racing
Porsche Cayman
RWD
12.442
G-Power
BMW M3
RWD
12.582
GT Pro
Mercedes C63 AMG
RWD
12.758
Evolution Racewerks
BMW 135i
RWD
13.397
Revolution Mini Works
Mini Cooper
FWD
13.570
Streamline Industries
VW GTI 337
FWD
13.770
Euro Sport Accessories
VW Golf GLS
FWD
14.545
Shocking fellow competitiors and track organizers alike, 034's A4 ran 10.7sec at 139mph and retired victorious
The FWD competitors had their own battle, with the Mini eventually emerging on top with a 13.570sec quarter at 108.80mph
The TPC Porsche split the M3s with a 12.442sec run thanks to its low weight and rear-engined layout
The Evolution Raceworks 135i scared us all when tire size problems caused it to suddenly veer off line, but it still recorded a 13.397sec run at 113.00mph
The correct tire pressures were crucial to good times in the cold morning air and Conti's tech guyadvised people on the best approach
The cat among the pigeons was the TCP Racing Cayman, which had considerably less power than both M3s but was also considerably lighter. With its weight over the rear wheels, the Porsche soon got into its stride and would eventually split the M3s.
With these three cars consistently in the 12sec bracket, they were joined by the GT Pro C63 AMG. Its extra weight was a disadvantage but it got within a couple of tenths of the M3s although its ET was a slower 112mph.
We also expected to see the highly-developed Evolution Racewerks 135i running with these faster cars. After all, it had similar power to the Merc but was lighter. But on one of its first runs, the 135i suddenly turned sideways halfway down the run and the builder/driver miraculously prevented a nasty incident.
After a few more awkward runs that produced a respectable mid-13sec time at 113mph, the team returned to the pits to investigate. It turns out, the 285/35 R18 Continental CSC3 tires were substantially wider than the Yokohama rubber they normally run. With little space to spare, the tires were actually jamming against the inner fender wells when the suspension was compressed. And on the slightly undulating drag strip, the car was an accident waiting to happen. The team retired early, contemplating wheels spacers for the next day.
With the RWD cars in the 12s, the fastest FWD runners were in the 13s, headed by the Revolution Mini Works Cooper S. Its 310whp was causing some traction problems but they seemed to get to grips with it, eventually finishing in the mid-13s at 108mph.
Just 0.2sec behind was the Streamline Industries VW GTI 337. It spent most of the morning lined up alongside either the Mini or the Euro Sport Accessories Golf. However, the latter was struggling with a quick-shift that had been fabricated at the last minute. It worked fine on the road but, with the engine under full load, it wouldn't allow the driver to change gear smoothly. Our biggest concern was that a missed gear would result in an over-revved engine, so the car retired early to avoid disaster.
Of course, that just left the 034 Motorsport Audi A4. Its huge power and quattro grip had seen it run 10sec quarters in previous GPs and we expected something similar this time.
The first two runs were at the low-boost 23psi setting, which produced 11.3 and 11.2sec runs. But that was just the warm-up.
Switching to 35psi, the car launched with an unexpected aggression. All four wheels scrabbled for grip and smoked as they spun. The car shot forward before the rear seemed to lift off the ground as the violence was momentarily halted for the change into second gear, which was followed by more tire smoke. With a run that left the competitors and track organizers shaking their heads, the Audi produced a 10.7sec runat 139mph.
With more to come and the possibility of a high-boost run at 42psi, the track officials got nervous and called a halt to proceedings. The team bowed out gracefully, aware they'd won the day and the trophy that goes with it, but hadn't beaten a previous best of 10.5sec on a different strip. Yet the car was still in one piece and they were looking forward to the third day.
It's interesting to see how the drag results closely echo the dyno numbers, with the Porsche jumping up two places thanks to its superior power to weight ratio, which had everybody worrying about what it would do on the road course.
Ask any etGP competitor which is his favorite event or the one he wants to win the most, and without exception they'll tell you it's the road course. Building a car that does one thing well is impressive, but success on the track requires a balanced package and that is the true measure of a tuner.
In previous years, we divided the cars into separate run groups to avoid the faster cars tripping over the slower ones. It also gives time in between sessions to fettle and fix problems. However, this year, with the new venue at Buttonwillow Raceway being longer than our previous track, we decided to open it for two hours to everybody and let them all go at it. Teams without any problems would get plenty of practice time, while those having issues would still have time to get some valuable laps in.
All laps would be timed. The two-hour morning session would allow the teams to analyze their progress against the competition. In the afternoon, we put out two cars together for 20mins, during which they would try to set their fastest possible lap. This is the one that counts. And to keep things interesting, the teams wouldn't know how they did until they read this when you do!
Practice
With most teams in position before the track opened, there was some frantic activity in the Evolution Racewerks pit as they attempted to space the BMW 135i's rear wheels to clear the inner fenders. Ambitiously, they also decided to install M3 front control arms to give more camber angle. Unfortunately, it would take the team most of the morning to install the parts and then tweak the set-up, with the car only completing a handful of laps all morning.
Adding to their frustration was the knowledge that the same car on different tires had run a 2:00min lap a week earlier at the same track in Super Lap Battle (see separate story). Our Continental control tires should have been capable of something similar but the wider tread and new suspension components would dog them all day.
In the end, they were forced to raise the car to clear the tires, upsetting the center of gravity, but at least it allowed them to complete some laps. At the end of the morning session, they'd set a fastest time of 2:24.288sec, which left them disappointed but determined to improve.
The BMW's problems were nothing compared to Revolution Mini Works. We held our breath when the session was stopped and a tow truck was dispatched from the pits. It returned with the stricken Mini and the team reported a blown head gasket as the result of a coolant hose that had come loose. With a best lap of 2:07.693 it was on target to embarrass some of the heavy-hitters and the team reluctantly packed up.
For much of the morning we saw the two VWs circulating together, with the Streamline Industries 337
sneaking past on several occasions. This surprised us since we know Raffi Kazanjian from Euro Sport Accessories is an accomplished driver and familiar with the track. However, it turned out that Raffi was showing Eric Gustavson the best lines around the track but was still plagued by the same gear selection problems from before. He also changed brakes pads during the session and found he was consuming more fuel than he was used to with his naturally-aspirated racecars. However, he reported he was very happy with the balance of the car, allowing him to do what he wanted with it.
So while Eric appeared to be posting faster lap times, his best effort was 2:14.142, compared to 2.05.522 for Raffi. In fact, Raffi's time was staggering since it was the fourth fastest of the day, beating cars with more than double the power of his Golf.
ROAD COURSE
TEAM
CAR
CLASS
FINAL (sec)
034 Motorsport
Audi A4
AWD
1:57.407
TPC Racing
Porsche Cayman
RWD
2:00.927
GT Pro
Mercedes C63 AMG
RWD
2:03.029
Euro Sport Accessories
VW Golf GLS
FWD
2:06.226
Evolution Racewerks
BMW 135i
RWD
2:06.870
Gintani
BMW M3
RWD
2:08.024
Streamline Industries
VW GTI 337
FWD
2:12.707
G-Power
BMW M3
RWD
2:20.911
Having dominated the dyno and drag, 034 Motorsport predictably won the track day with a time that would have placed them second in Super Lap Battle in the Limited AWD class on street tires
TPC Cayman overcame its power deficit to take second on the road course with its good chassis balance and low weight
Who could predict an almost stock C63 AMG would finish third thanks to a good driver and GT Pro's minimal mods?
The C63 AMG from GT Pro was providing plenty of surprise, but its virtually stock chassis was a weakness on the track. One of the few tricks up their sleeve was to use washers on the front struts to increase the camber angle, allowing the tires to turn-in better and reduce the amount of wear. The fix seemed to work as the Merc finished third in the morning session with a time of 2:03.041.
M3 teams had their own self-imposed problems. An abundance of power and torque, combined with minimal chassis mods meant the supercharged cars were a handful on the circuit.
We've always said that a vital component in tuning cars for the etGP track day is the choice of driver (a point borne out by the C63 and Euro Sport GTI being placed higher in the time sheets than we would have predicted). And since we allow the teams to pick their own driver, we were a little surprised to see the G-Power crew try to muscle the M3 around themselves.
All things being equal, we figured a good driver would be worth 2-3sec alone, but G-Power showed the gap to be even larger as they could only manage 2:25.391 in the practice session. This was 15sec slower than the Gintani M3 with its more experienced driver who set a best lap of 2:10.971. And while both crews complained of "not enough tire" under their cars, a lack of track suspension and brake equipment was another significant factor.
At the start of the morning, the TPC Racing Porsche Cayman had been circulating with the 034 Motorsport Audi A4. Both drivers seemed to be testing each other, with the Audi crew genuinely concerned the Porsche might have them on the ropes. Certainly, the opening laps saw the Cayman flying around the circuit with consistently fast times thanks to a well-balanced chassis and experienced driver.
Getting on the power early to hit the apex on boost, the Porsche driver had played with the suspension settings and Conti tire pressures to get it working exactly as he liked it. He set a time of 2.00.885, which appeared good enough for victory. However, we can never underestimate 034 Motorsport.
As the best-prepared and most professional crew in recent etGP history, 034 Motorsport was always favorite for this event since they've built a car to excel in every discipline, being powerful, fast and now reliable. During practice they had been experimenting with the tire pressures, suspension settings and even the amount of downforce in an attempt to balance the chassis with the huge amount of power. In the end, their speed was limited by the grip of the street tires, which didn't allow them to use full braking effort, and yet they still managed a 1:57.772. This was 3sec faster than their nearest challenger and seemed unassailable. Yet stranger things have happened between lunchtime and the checkered flag...
the star of the road course was Raffi Kazanjian from Euro Sport Accessories, who pedaled his 210whp Golf past cars with more than double his output
Evolution Raceworks experienced all kinds of problems with oversized tires but eventually finished fifth on the road course
The only real casualty of etGP09 was the Mini, which blew a head gasket
Timed Laps
With 20min to set their best lap after lunch, all the teams made final preparations before taking to the track. And the team that benefited most was Evolution Racewerks whose BMW 135i climbed from eighth in practice to fifth in the final standings. They did this by shaving more than 17sec from their earlier best thanks to some determined driving and a powerful package. Given better preparation, this car could have finished third, but that's racing!
At the bottom of the pile was G-Power with a time of 2:20.911. While it represents a 5sec improvement, the team knows where it fell short and will address those areas next year with a proper chassis set-up and a professional driver. However, the best time was set late in the final session when the driver was simply having fun and drifting the turns. And while this is usually slower than a conventional racing line, it appears he was less afraid of the car snapping on him.
In seventh was Streamline Industries GTI, which again suffered with an inexperienced driver. On this occasion, Eric was skilled but unfamiliar with the track, and that cost
This article was published on Thursday 11 March, 2010.
