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Element Tuning
Element Tuning's revolutionary product designs are engineered to the highest
quality standards using the latest in manufacturing technology. At Element
Tuning we realize all the elements are needed for success. We pride ourselves in
not only delivering remarkable products but also remarkable customer service.
Our engines are absolutely the best and most proven in the industry. Whether
you're building a dedicated track car, a daily driver, or something in between,
we have engine options that will suit your needs perfectly!
Give us a call and see the difference (850) 290-2094
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ELEMENT TUNING COMPETITION ENGINES FOR SUBARU FA20 OR FA20DIT

Posted on July 5, 2023July 5, 2023 by elementtuning

Element Tuning Competition Engines for Subaru BRZ, Scion FRS, Toyota FT-86 with
FA20 or WRX FA20DIT


Element Tuning’s Pro Comp engines were born with a racing pedigree. Our engine
program has over 9 years of R&D through thousands of miles racing Subaru engines
exclusively. Every specification these engines are blueprinted to were derived
from our long term racing data. We build the best engines you can buy! We’re
confident saying this as every aspect of these motors has been tested and
verified under the most demanding racing circumstances.

Element Tuning Pro Comp engines are built from 100% new components fitted to our
exact standards in your provided engine.  Our bearings and clearances have been
tested for 10,000+ miles of racing. You may ask us how is this possible? It’s
very common for racing teams to run new engines multiple times in a racing
season but we would not allow this for our long term R&D. The only way to have
long term durability data on your engine program is to continue using the same
parts. Each season or sometimes midway through the season we would tear down our
motors to inspect how the parts were holding up and how our building
specifications were performing. We would inspect items such as cylinder wear,
ring wear, piston wear, oil consumption, hardware fatigue, and finally crank and
rod bearing wear. As long as there was no component failure we would reuse the
same bearings, crank, rods, block, and pistons and continue the durability
testing.It was not uncommon for us to push all the extremes to find the maximum
and minimum operating range of each component and it’s clearance. With this data
we have been able to build an engine that not only makes huge power but has near
OEM oil level consumption. All too often motors are built too loose causing lots
of engine noise, too much cylinder blow-by, and major oil consumption issues. We
have tested our combination to deliver the tightest, most trouble free, and
durable engine you can buy at any price.

Engine Oiling! Nothing will kill your brand new motor faster than inadequate oil
pressure.  Unfortunately the FA20 series of engines do not have adequate oil
pressure for substantially more power or RPM.  Even under OEM power levels
excessive oil temperature from this motor has oil pressure dropping into the 50
psi range.  While this may be OK for NA power levels it’s nowhere near the
reliable pressure we need for a boosted motor.  Look at the FA20 crank mains and
the rod journals and you should spot something unique where we oil starved the
rod bearing. The third main from right to left has a larger oil port. Why?
Because it has to feed two rod journals where all others only feed one rod
journal. What happens to oil pressure when you increase the oil port size? What
happens to you oil volume requirements when you need to feed two journals with
one main? Guess which one failed?  Unlike the EJ series of Subaru motors this
engine does not have a “main priority” oiling system and therefore critical oil
pressure isn’t directed to the engine bearings first.  The OEM oil pumps that
are fitted to the BRZ/FRS and also the WRX (which is 14mm compared to 12mm) does
not provide adequate volume to support the required oil pressure and therefore
an bearing failure is eminent with any engine that doesn’t address the lack of
oil pressure.

Element Tuning engines are the only engines to solve this problem! While we
hoped we could simply install a bigger oil pump, which we did test, it was still
not enough to get oil pressure high enough to be reliable on this boxer engine. 
What we do, we keep close at hand but it’s not one thing but a series of
modifications and the blueprint of our engines that allows us to keep over 80
psi of oil pressure under street conditions and over 70 psi under racing
conditions.  This is enough oil pressure to safely support 500+ whp!

The Connecting Rods. The Achilles heal to our beloved OEM FA20 motors have been
the OEM connecting rods.  While these rods are perfectly suited for OEM hp
levels, when the power increases above 300 and RPM exceeds 7500 they are no
longer reliable.  We experienced OEM rod failure under racing conditions in the
350 ft/lbs of torque range.  Element Tuning engines are fitted with seriously
stout Pauter Machine forged Asymmetrical “X” beam connecting rods using ARP 2000
bolts.  We’ve tested these rods to over 800 whp and 9k RPM so they’ll handle
just about everything you can through at them!  The unique design of the X beam
allows for less windage (oil slinging and air displacement) in the crankcase
reducing frictional losses.

Pauter’s 4340 forged X beam rods which are manufactured to the highest standards
in the industry. Element Tuning has fully tested these rods in our Time Attack
program with exceptional success and performance. Each billet rod is CNC
machined from 4340 steel forgings, shot peened, stress relieved, and heat
treated for uncompromising strength and reliability. Manufactured and precision
machined in the USA to within .0002″ ensures exacting fitment and balanced to
within 1 gram.

To read the rest about Element Tuning FA20 based engines Click Here

Posted in Build Write-Ups, New Products, News, Product Highlights, Tuning and
Dynos, Uncategorized



TAXI WINS TITLE AT 2013 WHELEN US TIMETRIAL CHAMPIONSHIP FINALE.

Posted on February 11, 2014May 23, 2022 by elementtuning

Sebring International Raceway proved the ultimate challenge for man and machine
on the weekend, November 22-24, as the 2013 Whelen US TimeTrial Championship
concluded. Particularly tough on the machines, two of the top class championship
contenders, Troy Messer and David Santillo, were sidelined prior to the first
competition run. For those that did survive the pace was grueling as lap records
were crushed and titles decided, even by a taxi.
“Philip Grabow is likely the first man in history to win a national Championship
in a taxi. The car was developed by BC Racing for an upcoming viral video.”
Photo by NARRA

Hail that cab!

Check out the fun taxi video we made: Sebring 700HP BMW M3 Taxi

Philip Grabow may have used both Element Tuning’s Hydra EMS powered Scion FRS
and Subaru STi during the season and led the points heading into Sebring, but he
was without a car.  With only days to go he struck a deal with long-term sponsor
BC Racing to borrow a 700hp supercharged BMW M3. However BC Racing had other
ideas, and seizing the opportunity they converted their M3 into a taxi-cab
dubbed the ‘Seb-Ring Taxi’ for an upcoming viral video, playing on BMW’s
Nürburgring Ring-Taxis.

Complete with taxi roof sign, Grabow’s ride set a solid 2:30.074 but was no
match for Mansen Way’s Hero Reward Charity sponsored Viper SRT-10, which won the
round with a 2:25.199. Nevertheless, Grabow became the first driver to clinch a
Whelen USTTC title with a taxi.

Second in the championship, David Santillo (BSM Corvette Z06) had expected to
take the fight to Grabow, but spun a bearing in his Vette on Friday. It was a
tough break for the North Cup and double round winner, who had trekked all the
way from New York to compete for the title. Allen Stieg (WolfTech Manufacturing
Viper SRT-10) finished third in points. Ajay Gaalla (Viper ACR) was awarded the
South Cup.



Posted in Media Coverage, News, Race Reports, Uncategorized



PHILIP GRABOW OF ELEMENT TUNING TO RACE 700 HP BC RACING BMW M3 AT NARRA WHELEN
CHAMPIONSHIP FINALE

Posted on November 19, 2013November 19, 2013 by elementtuning

BC Racing Supsension North America to support Phil Grabow’s championship efforts
at Sebring International Raceway with their 700 HP supercharged Stage 3 Active
Autowerke BMW M3. The North American Road Racing Association’s Whelen US TT
Championship has been a cut throat battle all season long and the Sebring FL
round will be the deciding factor in which driver comes out on top for the
national championship.

David Santillo in the CSS Construction Corvette Z06, who is leading the Northern
championship, has to pull out all the stops at Sebring against Southern
championship leader Phil Grabow from team Element Tuning for the national
championship. With Element Tuning’s STI taking the Watkins Glen round five win,
and David Santillo in his Corvette Z06 taking two second place finishes at the
Glen while Grabow DNFed Sunday, the battle continued at New Jersey Motorsports
Park for rounds 7 & 8. Element Tuning successfully debuted their BC Racing
Suspension Hydra EMS Scion FRS race car with back to back wins while Santillo
struggled scoring two 2nds. Phil Grabow continued to stretch out his
championship points lead with their Scion FRS by taking the win at Virginia
International Raceway round 10 but David Santillo came back with vengeance at
Pittsburgh International Raceway taking two wins to stay in the national
championship hunt. With David Santiallo scoring 2 Unlimited Class wins plus 4
second place finishes vs. Element Tuning’s Phil Grabow scoring 4 Unlimited Class
wins, the Sebring finale’s double points single round could have either driver
coming out on top for the national championship!



“I’ve been honored to have BC Racing Suspension on our championship winning cars
for years and I plan on piloting this Bavarian missile to the Whelen TT national
championship in Sebring,” says Philip Grabow

Posted in Media Coverage, News, Race Reports



ELEMENT TUNING HYDRA EMS STAND-ALONE FOR 2013 FRS/FT86/BRZ

Posted on September 11, 2013 by elementtuning

Element Tuning FRS Hydra EMS Stand-Alone Turbo 400 whp Injector Limited





I think many already know I’ve been testing and developing the Hydra EMS for
some time in our Time Attack car and successfully winning many races.  Great car
and great engine!!!!!

Much of what I’ve been doing is testing the limits of various engine parts and
tuning parameters since not only is this a new engine but also the added
complexity of direct injection with simultaneous port injection.  I really
wanted to not only test these things on the dyno but also in the everyday
commute and then in torturous racing environment.  It’s very important to me,
more than peak power, that my base maps are tested in real world conditions and
under racing conditions.

Hydra Dyno Plot: Dynajet SAE Corrected





Modifications:

Element Tuning Hydra EMS plug and play Stand-Alone
Element Hydra EMS Boost Control Solenoid
Element Tuning Competition Catch Can
FA20Club 60 Trim Turbo Kit, 60 Trim Garrett Turbo, Front Mount Intercooler, Tial
MVS WG, and Tial BOV
Full Blown Radiator
DW1000cc Injectors
DW300 Fuel Pump and OEM Fuel Pump in saddle tank
Cat delete and muffler delete pipes
Element Tuning Custom Valved BC Racing BR Coilovers
Whiteline Front Sway bar and transmission bushing
Clutch Master Clutch and Flywheel
Brembo STi front brakes and rotors
18×10 Rota DPT with 285/645-18 Hoosier or Pirelli slicks
18×9.5 Prodrive GC010 with 275/35-18 Hankook RS3
18×9.5 Rota T2R with 225/45-18 Goodyear F1

Hydra screen shot:



While a full fledged stand-alone EMS with all of it’s additional features
(Anti-lag, Launch control, Flat-Foot Shifting, Gear Based Boost Control, 45 psi
MAP Sensor, Flex Fuel Sensor (E85) Support, Multiple Maps, Programmable Traction
Control) my not be needed by everyone, finally everyone has another choice for
the FRS/BRZ in terms of engine tuning.  What really sets the Hydra EMS apart at
it’s core is that is end user tunable so anyone with a laptop is free to tune
themselves or use any tuner they like in the world.  Tuned base maps for NA,
E85, Turbo, race fuel, will always be free to the original owner along with
technical support.  Your factory ECU does not need to be flashed or even
removed, just unplug the connectors, and plug the Hydra harness and EMS in.

Getting Technical with the Hydra EMS for the FRS/BRZ:

–    Stand-Alone, plug and play

–    Full CAN Bus support.  This means your ABS, Dash, Fuel Computer, Stability
Control Modes, AC, Stereo, Power Steering, all remain functional.

–    Simultaneous Direct and Port Injection strategy.  This is really where an
exceptional tuner is going to excel because you have precise control over how
much direct injection pulse width you want vs. how much port injection pulse
width you need at any RPM and at any load (Boost or Vacuum).  This way as you
upgrade your port injectors you can still have specific control over your DI
injectors.  This will come in handy as you start pushing higher power levels and
RPM levels where DI injection pulse width limits are very critical.  I found
pushing the limits here at high RPM can pay off but it’s a fine line that
changes with HP levels.

–    Injection Response (On-Time). Each set of injectors has their own specific
injector response time maps.  As you change brands of injectors, fine tuning
results in smoother running.

–    Injector Phasing.  Direct Injection requires very specific timing of the
pulse width at different RPM/Load ranges and you have complete control over
this.  You also have separate control over your Port Injector Phasing.

–    Fuel Pump(s) Control.  This comes in real handy when boosting the car since
you will need a larger fuel pump and the OEM system is internally regulated.
I’ve actually assigned in our base maps a 2D fuel pump controller duty map so
that you don’t over power the OEM internal regulator with a the larger fuel in
tank fuel pump.  My personal car also runs twin pumps, one in the saddle tank,
and the Hydra is triggering both pumps.  Now the direct injection pump is
mechanical but with the Hydra you can tune your pressure target based on
RPM/Load.  Hitting these targets can be adjusted through the DI Fuel Pump Pulse
Width, DI Dump Valve Response Time, Dump Valve Phase Trim, and PID.

–    Variable Cam Timing. The Hydra has “quad” variable cam timing control. This
mean each of the intake cams and each of the exhaust cams are run in closed
loop.  So your variable cam timing maps are tuned with a target and the Hydra
then ensures each cam hits that target independently.  Advanced user control
allows fine tuning of cam discrepancies an error in target control.  So if you
have one cam that is off 1 degree at idle that can be fine tuned and if you’re
overshooting, undershooting, or too slow to respond, the closed loop rate can be
fine tuned to hit the target as fast as possible without overshooting.

–    Closed Loop Fuel Control:  This is where something like a Hydra can make
the difference between loving your highly modified daily driver or hating it. 
With 1032 load cell fuel targeting the Hydra can set to any AFR target at any
RPM/Load.  This really comes in handy when you have a heavily ported or cammed
motor that may not want to idle at 14.7 AFR or when running E85 and you can run
much leaner AFR targets.  As load increase you can stay leaner longer or go
richer sooner and making your engine run in the “sweet” spot makes all the
difference in the world. You can also set your how aggressive or how slowly you
want the closed loop to control the fuel changes.  You can also set the TPS cut
off point for closed loop fuel control.  On top of all that the Hydra has
Multiple AFR Target Tables so if your map is tuned so the Auxiliary maps are
tuned for E85, you can run a unique AFRs better suited for E85.

–    Flex Fuel Sensor Support.  Want to run E85 but it’s not readily available? 
Flex Fuel Sensor Support allows automatic map switching in the Hydra based on
ethanol content and it also has automatic fuel, boost, and ignition timing
tuning based on ethanol content.  Simply tune your base pump fuel map (fuel,
ignition, and boost), then tune your E85 map and the Hydra will trim boost,
fuel, and ignition timing based off of the ethanol content when you can’t get
e85 and are forced to mix pump fuel with it.  The Hydra also has additional
“starting” maps for using E85 so that extra start fueling requirements can be
handled independently of your pump gas starting maps.

–    Boost Control:  Built in boost control without the need to eliminate your
purge control valve like OEM flashing.  With a great blend of closed loop and
manual control you can really get what you want out of the boost control
system.  Maximum boost sets your protection for overboost with a fuel cut, Boost
RPM Targets, minimum solenoid duty based on boost target, maximum solenoid duty
based on boost target, compensations trim maps for coolant temp, air temp,
knock, throttle position, and gear.

–    Traction Control, Programmable.  This has to be the best feature honestly
for a high powered FRS/BRZ.  Let’s face it the OEM traction control is lame as
it’s not performance based, it’s just way too intrusive.  You can now set your
traction control to intervene smoothly and less aggressively if you’re a racer
like me through fuel cutting and ignition cutting, based on each of the 6
gears.  Each gear has its own speed delta trigger for traction control along
with each gear having its own setting for ignition and fuel cutting.  So one may
want a more aggressive traction control setup in 1st gear than they want in 3rd
gear for instance.

–    Different Engines.  Don’t want to run the FA20?  Want to drop in your
monster EJ257, how about an EZ30R H6, Supra 6….no problem with the Hydra EMS as
we make custom ecus for this very thing so you don’t have to rewire you chassis
and loose your car’s features!!!

I could go on and on but I’ll leave the rest open for discussion or questions.

I’m sure many are thinking, OMG I have no idea what he’s talking about and I
don’t know if I can even tune all of that or need it.  This why I’ve taken so
long to release any real information until I’ve tuned the base maps and
encountered typical issues a customer may come across.  The maps are already
dialed in for a particular modification path and your “average Joe” will need
just the typical fuel and ignition tweaks.  People with more advanced skill or
those who seek every last ounce of performance will be able to extract that with
all the advanced features.  Tuners and those forging uncharted territory will
not have brick walls to face and I’m always available to guide or coach anyone
through tuning a difficult combo.

The latest Hydra 2.7 software is so nice and easy to use compared to past
versions.  Having a Google software engineer on our team has made all the
difference in the world here and trust me when I say we can do just about
anything, all you need to do is ask, I’m not kidding.  We have advanced
expressions that allow us to tweak output controls and do things that are not
part of the “fixed” maps.

Like I said, maybe not for everyone, but it’s another option for you the
customer to put the control in your own hands or your own tuner’s.

Used by some of the fastest cars in the world:

GST Motorsports: Redline Unlimited Time Attack Champions, 2 Time Global Time
Attack Champions….and just about every track lap record





Element Tuning STi: 2x NASA TTU Champion, 2x Subiefest Pro Class Champion, 2x
Formula X Champion, 4 tracks NASA and Whelen TTU lap record holder….



Element Tuning FRS

Global Time Attack win Road Atlanta naturally aspirated



3 Unlimited Class wins boosted in Whelen USTT Championships.



Simple to install, just place inside the glove box.



Ready to purchase or have questions, feel free to call us or click here: 
http://elementtuning.com/store/#!/~/product/category=439245&id=1509847

Posted in New Products, News, Product Highlights, Tuning and Dynos,
Uncategorized



ELEMENT TUNING HYDRA EMS POWERED FRS/BRZ TAKES ON FORMULA DRIFT/GLOBAL TIME
ATTACK ATLANTA

Posted on May 15, 2013 by elementtuning

With the Hydra EMS just finished days before the event we filled the FRS/BRZ up
with E85 installed some street tires and were off to battle test and punish the
Hydra powered FRS.



It’s been a really long time since I raced anything but a true slick tire so it
took a couple sessions to get used to the huge slip angles I was getting with
the Hankook RS-3s. Still pretty amazing grip from these 275s!





Our custom valved BC Suspension with Hydra EMS power had us leading our class. I
absolutely punished this car and this tune to make sure I could use this E85
road race map as a base map for our customers.



Camber looking good! It looks like it could use a touch more negative on the
front but honestly front grip wasn’t the issue. The rear of this car is just too
light without the muffler and junk in the trunk. We’ll need to work on this with
aero.



We ended up wining our class by a little over 4 seconds to another FRS so it was
good to compare how the Hydra EMS, BC Suspension, and exhaust compared to the
other cars mods.



Meister watches for the winners

Thanks,
Phil Grabow

Posted in Uncategorized



BUY A HYDRA 2.7 EMS AND GET $490 FREE UPGRADE TO FLEX FUEL AND CAN! NEW FRS/BRZ
HYDRA EMS!

Posted on November 27, 2012November 27, 2012 by elementtuning

For a limited time, purchase an Element Tuning Hydra EMS and get a free upgrade
worth $490 to Flex Fuel (E85) an CAN Bus capability.  This enables Hydra users
to install a GM Flex Fuel Sensor, tune for E85 and for Pump fuel and have their
Hydra EMS automatically detect ethanol content  if two fuels are mixed.  The
Hydra will then automatically compensate adjust the fuel, timing and boost maps
for the difference in ethanol content.


The highly anticipated  Toyota FRS/Subaru BRZ Hydra EMS is for sale.



In partnership with Element Tuning and  Hydra EMS will be offering the Toyota
FRS/Subaru BRZ PNP Nemesis 2.7 unit for an extremely low introductory price of
$1899, a savings of more than $500!
Starting April 1st, 2013, pricing on this model will retail for $2400.

Features exclusive to this ECU:
-Complete Plug and Play Epsilon model (Highest Feature Level).  Simply unplug
your factory ECU, plug our harness and Hydra EMS in.  No modifications you to
your factory ECU and leaves no trace it’s been installed.



– OEM Direct injection and port injection support.  Want to upgrade your fuel
injectors to something larger to support forced induction?  No problem
-Full CAN support for dash with AC and ABS speed sensors
-Programmable traction control based on individual ABS speed sensors.  Works off
the OEM Traction Control Switch!
-Switched ethanol map or race map.  Works off the OEM “Sport Mode” switch!


All Hydra EMS computers are user tunable and all tuned Element maps are
available for free to the original owner so you never have to pay for base
maps.  You’ll not only save money not having to purchase maps but you won’t need
to purchase a “Big MAF,” or a  MAP sensor either when going forced induction
since the Hydra EMS is tuned via speed density and comes equipped with a 45 psi
MAP sensor.


This model is available only through Element Tuning (and Element Tuning dealers)
beginning today!  Want to be an Element Tuning dealer?  As long as you are
retail storefront business specializing in automotive aftermarket parts, sales,
service, or tuning we can help you out.

Click Here to Learn More or Purchase a Hydra EMS

Posted in Uncategorized

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