460 hp running non seq...with no lag....lmao

where are the sheets?

rich...yer making a mistake by going non seq...Im tellin ya....


j

 

I as well as others am having a hard time believing this..(465 rwhp) but I know Stephen isn't a liar and Bryan is very credible and has a good name and rep... give them a chance to post....

 

As I understand it Stephen put down almost 400 (three ninety somethin') on a dynomite, which *supposedly* yields 15% lower numbers than a dynojet. That's where that 460 number is coming from. Personally, I'll be happy with 400 on pump gas.....although my wheels are being clipped and Kan already gave me his "Super Duper Turbo-Spooling Port" on the exhaust to work with the clipped wheels.

Jason, Kan tuned and rode in Stephen's car and assured me that I'll have good low end. If he ends up being wrong, I'll just.....damn, I dunno. Prolly be kinda pissed and give me a noogie or something .

Rich

 

Even going with the dynamic seal turbos non-seq there will be a difference down low - but very low only. Especially running 17+ psi on these turbos and playing with tuning and a boost controller, lag shouldn't be much of an issue. But if you're used to sequential stock turbos - you'll have to adjust. I don't think Rich will mind because he's always speeding anyways

Dave at KDR said he was going to dyno my car yesterday running sequential - said he'd get back to me soon with details - haven't heard anything yet. With a hi-flo cat I'm hoping for 380-400 rwhp at 14-15 psi on pump gas. That will be plenty of go for the street. Hope nothing went wrong - sometimes I just hate FDs

 

What's with all the doubters here? wtf...

Why would they lie about it? You're all saying that Stephen and Bryan dyno'd these secret weapons, and got XXX rwhp...but decided, 'Ah what the ****, we'll just tell everyone it was 465 rwhp...just for ****'s and giggles.'

 

I agree. As you said I think Stephen and Bryan are both credible people so that's why I have some belief that with Bryan working his magic it could be done.

If they don't reach 465rwhp(or near it) then it's cool, I think alot of people will be dissapointed but at least someone tried, and they should still be kick *** twins.

 

Come to think about it, I've never seen anyone with 400 rwhp running sequential - whether upgraded or stock turbos. I remember Anthony made 386 rwhp at 18-19 psi on stock turbos (non-seq I think) and Bryan at BNR said he saw someone running a pair of his older upgraded twins pull 386 rwhp at 15 psi (sequential) - I remember somebody else hitting 403 rwhp on Garret cartridges at 17 psi but non-seq also. 400 rwhp sequential would be a milestone....

 

Indeed...

I think some welding genius will need to create a mandrel-bent, tubular inconel, twin turbo manifold with sequential flapper door... :-)

 

I inquired about inconel and burnsstainless can do it but even with a group buy it would still be extremely expensive and they won't even give a quote without a minimum quantity purchase beforehand.

I don't see why the manifold or housing or whatever you call it can't be seperated from the turbos and heat coated for 2000 degrees. Pettit already heat coats "part" of the manifold on they rebuilds.

If the M2's can hit 400hp per turbo, then maybe with a custom inconel manifold it could actually be acheived. Even if it was a few thousand dollars, that is pennies if it acheives 800hp!

Can you imagine blowing away a Porsche GT-3 or Lamborgini.

 

I think some of the problem is the "15% less than a dynojet" statement, taking the resulting 390 on the dynomite and doing like many do when trying to find drivetrain loss and applying a flat 10%, 12, or 15% to find engine HP from the rwhp you get, and coming up with the 460 being comparable to the dynojet.
Since most everyone uses the dynojet for comparision reasons, trying to compare another dynos (dynomite (never heard of), clayton, or dynapack) output to the dynojet is hard to find a number that really matches up well. Once Stephen gets on a dynojet, no changes from the run on the dynomite, no tweaking, just get clean plugs and run it like it was when it rolled of the dynomite, then we can see how they compare and if the 15% lower statement is close to being true.

Tim

Tim

 

Guys.....i'm pretty sure the numbers will surface soon...

400+rwh is not impossible on a well tuned(Steve) car on upgraded twins !!!
Do the math=> 122mph in a 2940lb car.......that's stock turbos and motor

Rich: You will not regret the non-seq system !!!
I love it and will not go back.....less headaches

I witnessed Anthony crank the 386rwh and I bet when he ran 122mph he was making more.

Soon, we will see dynoed 400rwh on twins

 

Rich is going to the dark side!

 

465 rwhp or anywhere near it is total bullshit on only 17lbs. of boost. if you've got any experience w/ turbos and if you've ever seen the stock manifold and turbines you'd know it's impossible. the stock manifold creates unbelievable backpressure, a good amount of backpressure is less than 2 to 1, the stock turbos/manifold design has backpressure in the teens. i know these guys aren't liars, but i'm sure they're using very fuzzy math.

 

DAMN! This page EXPLODED!! lol I leave you guys for a week and its like reading a novel!!!!!! lol I didn't know this was such a big deal.. I just want to tell everyone I have never wanted a 3rd gen. Being serious! I wasn't at all interested in getting a 3rd gen, BUT, This had to happen and I am so empressed by Stephens car, I am purchasing one. lol I am having it delivered from Maine and I should see it in a week and a half! Stephen?!?!?! You are about to have some competition!!!!!!!!!!!!!!!!!!!!!!!!!!

The first time Stephen got on it with me in the car we got pulled overby the state highway patrol! We had to be going atleast 110 mph on a on ramp. The cop was like what the hell! Didn't have his insurance card, and had an expired tag. That thing is fast as hell period!. I didn't want to get a 3rd gen and do the single turbo conversion bla bla bla. I have had enough of replacing parts that cost an arm and a leg!

I have soooo much to do right now at the shop and I have to get prepared for you guys... If you have any questions, feel free to ask!

Take care,
Bryan
www.bnrsupercars.com
bnrsupercars@aol.com

 

Well, the $64,000 question has been answered.

Namely, why the hell was I only getting 286 RWHP with all my mods and the M2 high flow ball bearing turbos.

Answer, low compression in the front rotor (less than 85 psi) and a cracked apex seal with even lower compression (lowest pulse of 57 psi) on the rear rotor. Now I don't feel so bad about ONLY making 286 rwhp.

Now it's time to get that Cosmo motor rebuilt and head for the 400 rwhp mark.

 

oh man bill....my thoughts for ya were right...may we have a moment of silence.

btw...get a STREETPORT.




j

 

Streetport is in the works.
I would like to try and use a Cosmo engine for my rebuild. Anybody know of a source for Cosmos with manual trans. end housings?

And those low 40-70 times I posted (3.6-3.8) were made with this low compression. So I think that says something for the fast spool up and rwhp potential of these turbos.

 

Hey man, that's more info than we need to know

J/K

 

LMAO

that was the funniest thing i read all day.

hahaha

j

 

The other day I was doing some 40-70mph tests in my n/a FC. My best was a 3.8, and slowest was a 4.1. (I'm not gonna tell you what gear I was in! ) As soon as it stops raining, I'm gonna take out my FD and post some times.

Sorry to hear about your motor. Get that thing fixed, and onto the dyno! CJ

 

Hey captbill, I am both happy and sad for you. Sad you have to get a new engine but happy that this was your problem all along. With a streetport and new engine you'll get to see the potential of the M2s.

I remember getting 2 different 3.5 sec 40-70 3rd gear times with stock non-seq turbos. I'd like to see that go under 3 seconds. I started in 2nd gear and got 2.3 secs but bounced off the rev limiter (scary) - gotta love a modded FD

Still haven't heard from Dave at KDR yet about dyno results - damn! I'm getting impatient

 

"Hey captbill, I am both happy and sad for you. Sad you have to get a new engine but happy that this was your problem all along."

That's exactly how I feel. Now I can get on with the business of getting a proper ported and pinned rebuild. With water injection I might add. After doing all the research I feel water injection is a no brainer and the way to go with high HP high boost rotories.

Now that I have the PFC in the car I may have to do some more 40-70 runs just to see if there is any difference.

 

TTT,,, Please....(holding breath).................Carter

 

Dont worry guys, I've got new plugs on thier way from Sparkplugs.com and I'm going to be making some pulls very soon.

Also, there is no "fuzzy math" on our part, I'm just telling you guys what I'm getting. I asked the Dyno operator, and called the maker of the dyno, as well as asked someone on the board that knows a lot about dynoes. Everyone says that DynoJet is 15% higher. The company www.land-and-sea.com that produces this dyno told me something about the equation Dynojet uses to figure the tq from the wheel has a 15% markup in it for wheel losses or something along those lines that thiers doesnt have. I might be a litte off on his exact words but thats about it.

Anyway, when I went the 2nd time to a Dynojet my plugs were super fouled, and I was running colder air intake temp which means the PFC was dumping about 5% more fuel in (which is a lot). On the first dyno I had NO smoke out the tail pipes, on the 2nd I had TONS of fuel coming out the exhaust.

Anyway, I'll be going to another one soon with fresh plugs. And hopefully my air temp will be about what they were on the first dyno so I wont be running on adjusted maps.

No matter what the outcome is I'll let you guys know.

STEPHEN

 

stephen, i just got some of those plugs from them. . . today. haha, i hope i didnt get the plugs you needed. hahaha. that would suck!!!

paul