GWM V240 / X240 R&D Test Vehicle

The plan - turn this mild meek vehicle into something everyone fears - especially your wallet!

Technical Specifications

  • Great Wall Motors V240 / X240
  • Mitsubishi 4G69 SOHC 16v engine rated – 100kw
  • 5 Speed Manuel
  • Base Dyno Run – 102hp @ 5500 rpm, 163nm Torque @ 4500 rpm

The Great Wall Motors (Known as GWM) vehicles are very popular vehicle in Australia, but had no support for modifications. This is mostly due to there low cost and and some nifty features inside the vehicle.

The vehicle is a hybrid manufactured in China, utilising a vehicle specific Mitsubishi 4G69 2.4 litre engine, with Single Overhead Camshaft (SOHC) 16 valve technology.

This is unfortunately an detuned version compared to the same engine found in the Mitsubishi Lancer and Outlander vehicles which had Mivec Technology. This has resulted in may customers complaining about lack of overtaking ability and towing capacity.

Great_Wall_Engine_Bay

This we aim to change…..

The Mitsubishi 4G69 engine is a very robust and strong engine, and responds very well to modifications. The injection system is not Mitsubishi but is all GM / Delphi utilising a MAP sensor based system with a crank driven Motronic style trigger and running in Semi Sequential Injection Mode. This system with its emission control restrictions is one reason why the number one complaint of lack of throttle response is so evident.

This vehicle will be subjected to many hours of labour, more than a dozen dyno runs and a lot of modifications. From its stock naturally aspirated state – it will be initially have every form of naturally aspirated modifications fitted to it, and once completed then be turbocharged to see the ultimate aims. During the whole event various dyno runs will be done to catalogue the various gains. We anticipate a lot of response and some great results out of this engine. Below our our plans in rough order and as we progress through them – we will update this page with data sheets, photos and dyno print outs etc.

All Dyno tuning will be performed on the Dyna Pack Hub Dyno. The reason being that this eliminates any variations in tyre slippage, heat in tyres etc. This is a mechanical hub connection to the wheels and whilst the numbers may be slightly higher over a normal roller dyno, the gains are 100% confirmed between runs with no variations to worry about other than mild temperature variations which we will be attempting to minimise.

Plan of Attack (To be adjusted as time goes on)

  1. Get Vehicle to Workshop in Stock Trim, visually inspect vehicle and roll eyes, so much to be done – completed
  2. Dyno vehicle to produce complete stock dyno graph – completed
  3. Test vehicle with various induction systems for best results with stock system as baseline for future air induction kits – completed
  4. Perform exhaust work – fitment of 2 1/2″ system with new expansion chamber resonator and Lukey Ultra flow muffler and tip and dyno vehicle to compare gains of exhaust system on stock vehicle
  5. Manufacture on vehicle Race Design extractors and Dyno vehicle to compare gains of Race Design Extractors and high flow cat converter
  6. Remapping of the Factory ECU for future modifications and all tuning or alternative choice of after market ECU System.
  7. Supply and fit oversize throttle body and ported out intake manifold
  8. Manufacture and fitment of Stage 1 N/A camshaft
  9. Dyno vehicle to catalogue gains and perform full naturally aspirated tune on vehicle – end of N/A modifying
  10. Manufacture and fit Turbocharger kit to vehicle
  11. Manufacture and fit Water – Air inter cooler kit for that “hidden look”
  12. Dyno tune vehicle and produce results

Job 1 – Get Vehicle to Workshop in Stock Trim 19th June 2011

Vehicle received by RPW and inspected. Test driven and immediately noticed the lack of any real acceleration.

Can someone say massively detuned. Visually inspected exhaust, air box set-up.

Vehicle drives nice enough otherwise with good steering, good brakes and generally to be expected of a family style four wheel drive vehicle.

Already visualising ideas of how the upcoming modifications are going to look.

Job 2 & 3 – Dyno Vehicle for stock results and test air induction systems.

  • Well first thing first. What does this vehicle do stock? Why is it so asthmatic up top. Dyno graph shows all.
  • The power curve goes up very nicely peaking at 100hp at 5500 rpm
  • Peak torque reaches 163 nm at 4500
  • The air fuel ratio is very interesting – showing remaining in closed loop fuel control even at 100% throttle all the way to 3500 rpm.
  • This is just astounding and does much to explain why these vehicles don’t accelerate like normal vehicles.
  • Whilst we had the vehicle on the dyno, we took the opportunity to test three forms of conmen air induction.

These were

  1. Standard Air Box / Standard panel filter
  2. Standard Air Box / K&N Panel Replacement filter
  3. K&N Ram Pod Filter mounted in the engine bay.
  4. K&N Apollo Cold Air Induction kit

As expected, the results showed dramatically, that the best set-up on these vehicles was the K&N Apollo Cold Air Kit. The method for testing was as follows

  1. Run vehicle with bonnet closed for 5 minutes at 80 km/hr. During all tests, via data logging direct from the factory ECU, the intake manifold air temperature was on average 61 degrees celcious
  2. Perform power run from 1700 rpm to 5900 rpm, measuring intake temperature changes, as well as power and torque
  3. Repeat process with all alternative systems

The results were as follows

  • The stock air box system which produced the 2nd highest power / torque output, and correspondingly is our baseline for a stock vehicle, had an intake temperature drop from 61 degrees down to 48 degrees
  • The stock air box system with the K&N Panel filter produced the highest power / torque output to 102hp @ 5500 rpm with an improved torque curve. The air intake values were identical to the stock filter.
  • The mounted Pod filter, fitted to the end of the pipe going over the top of the rocker cover, produced the worst result of only 99hp but significantly worse torque figures. Air intake values peaked at 65 degrees, but only dropped down to 61 degrees
  • The K&N Apollo enclosed cold air induction kit peaked at 55 degrees dropping down to 39 degrees.

Whilst doing these tests, we just can’t show every dyno graph we did, we also tested two more theories, which we used the best one in the above tests.

We did a test with and without the heated resonator that sits above the exhaust manifold. We found that by removing the resonator, intake temperatures dropped on average 5 degrees more as well as dropped faster.

With this test, we did all the air box tests after that with the resonator removed. It did not result in any horsepower improvement, but we can only foresee that as the vehicle is driven for long time periods, it will improve the performance slightly.

The second test was the removal of the swirl pot at the end of the air box intake tube. We found there were no gains at all from removing this, indicating that the stock vehicle was not being restricted by this.

The design of the system had this unit pointing towards the front of the vehicle were a noticeable air path was felt directing air towards this. A semi cold air set-up.

We finally tested the K&N Enclosed cold air induction kit which has the benefits of a pod filter, with its enclosed air box design, smoother air flow from throttle body to air filter, and with its adjustable air feed pipe to redirect a cold air feed.

The dyno printouts are of the stock vehicle with the various intake systems as well as one showing the air fuel ratio curve showing the vehicles holding the closed loop fuel control up to 3500 rpm.

Job 4 & 5 – Fit Replacement 2 1/2″ Exhaust System and Headers and re test on dyno.

The first step was to remove the stock exhaust system and take note of how small the factory piping was.

The factory system utilises one very large tri flow style centre muffler with the twin cat converter system.

Once we removed the front pipe off the exhaust headers, we were astonished to see the baby 1 5/8″ outlet. No wonder the vehicles are so flat on there performance.

Despite this reduction, and knowing the exhaust would probably make little difference, we continued to make a replacement 2 1/2″ system replacing the secondary Cat Converter with a metallic high flow unit, replacing the muffler with a large oval muffler, two resonators one before and one after the main muffler.

The idea of this is to ensure we keep the noise levels down due to the muffler now being used being a straight through design.

The sound level was excellent without any droning inside the vehicle. Perfectly suitable for all uses from normal city driving to four wheel driving.

We did a dyno run with the new exhaust (Retaining stock header) and it made zero gains as expected.

The theory is simple – the main restriction in this vehicle is the 1 5/8″ hole coming out of the header.

Nothing you do after that is going to make any change to performance other than sound.

We completed our design of 4-1 race design extractors which photos now show.

Job 6 – Re flash Factory ECU System – started 20th June 2011

These vehicles run a Delphi system with a 1 BAR Map sensor / Air intake sensor combined in the intake manifold as well as a Motronic crank trigger.

Unfortunately we were unable to get a working software solution with the software and cancelled this as a viable option.

A Piggy back ECU system was tried but was unsuccessful with the factory ECU either working around it or unable to run properly due to inbuilt errors.

There was certainly no way to counter the closed loop fuel controlling issues.

We have instead worked by replacing the factory ECU with a Haltech Sprint 500 or Sports 1000 ECU system which enables us to have complete control over every fuel and ignition curve.

This has worked successfully and is fully naturally aspirated / turbo compatible.

What is interesting with the V240 models, compared to the X240 model, is that the V240 runs significantly richer on its air / fuel ratio’s as well as does not hold closed loop fuel control at maximum load like the X240 model.

One further upgrade is the fitment of a Hall Effect Sensor into front camshaft cover providing a home sensor signal.

This enables the injection mode to be upgraded from Semi Sequential to Full Sequential providing further improvements in fuel economy and throttle response. This can only be used in conjunction with the Haltech system.

Job 7 – Supply and fit oversize throttle body and ported out intake manifold – completed

The GWM X240 / V240 vehicles from run a 55mm unit factory running a variation of the Mitsubishi 4G69 SOHC 16v model engine, but utilizing a Delphi Manifold / Throttle Body design.

The Intake manifold was machined and ported to suit now larger internal diameter.

This rapidly improved the throttle response, mid range and top end horsepower by improving the breathing of the engine. Air flow is increased by approx 30% over the factory throttle body.

This is now available as an exchange package is and is part of our performance package upgrade kits.

No dyno run was performed on just the throttle body but basic engineering principles apply when you allow the engine to ingest more air via a larger throttle body.

GWM Throttle Body

Job 9 – Dyno vehicle to catalogue gains and perform full naturally aspirated tune on vehicle – end of N/A modifying – completed 20th July 2012

With the successful package of the Haltech Sprint 500 ECU fitted to our test vehicle, we did a full work up on the vehicle.

  • 2 1/2″ Exhaust System with high flow cat converter.
  • Our New 4-1 extractors
  • K&N cold air induction kit
  • 59mm Throttle Body Upgrade Kit
  • Haltech Sprint 500 ECU Package

As can be seen below with the dyno graphs, the power and torque is significantly improved, as well as the air fuel ratio’s are nice and flat for impressive throttle response.

The noticeable torque gain at the 2600 to 4300 rpm range is where these vehicles really shine with the improvements and is what people are looking for with these vehicles.

GWM V240 Perf Pack pwr V Tq

Job 10 – 12 – Turbocharger Conversion Kit

Having essentially completed our naturally aspirated range of modifications it was time to move to our turbo conversion. A vehicle was made available and the results, needless to say were very effective.

Below is a breakdown of the premium level turbo package developed

  • Steam Pipe turbo manifold with the turbo mounted on the high side
  • Fitted with either a Mitsubishi TD05H-14B or TD05H-16G Turbocharger
  • 2 1/2″ Turbo Outlet and Front Pipe fitting up to standard cat converter location on vehicle
  • Ceramic coated turbo outlet for heat reduction.
  • Fitted up with PWR Water / Air Inter-cooler package
  • Cylinder head removed, fitted with our Stage 1 Turbo Profile camshaft
  • ARP Head Studs fitted replacing factory Torque To Yield Head Bolts
  • Decompression (1.10mm thick) composite graphite head gasket fitted
  • Factory Injectors upgraded to larger units (Direct fit)
  • Fuel pump upgrade to Walbro 255lph unit and fuel pump wiring replaced
  • Haltech Computer system upgrade incl wide band sensor and Home Sensor Upgrade

The results were more than we expected with the vehicle driving perfect on the road. Our initial choice of turbo being the Mitsubishi renowned TD05-16G turned out to be a little too laggy for our preference, so we have redesigned the kit to use the smaller TD05H-14B turbo to reduce spool up time. Boost is limited to waste-gate pressure only of 11 psi (average).

With the short pipe work on the water / air inter-cooler kit, boost time is already reduced but produces very low intake temperatures which is perfect for the four wheel drive applications with low air speed / high engine load.

Not to mention it keeps a very “Hidden Look”.

We did find that the Snorkel system does limit the high rpm power, so for more street driven vehicles our K&N Apollo kits will work more efficiently than this test vehicle without the high rpm air restriction.

The design, especially with the ceramic coating, keeps the temperatures down inside the engine bay and away from key area’s of the vehicle.

Below are photos and dyno results of our test vehicle with the larger TD05H-16G turbo. Note the vehicle is also fully fuel flex compatible.

This ends our development phase for the GWM V240 / X240 vehicles and once again shows that we not only produce components and parts for these vehicles, but fully research them as well.