The goal was 450@20lbs, and 500at 25lbs with as fast a spool as possible. We hit 449@19, and 506 at 24.6, so I don't think you are being a downer. The idea all along was a 450rwhp road race car with fast spool. Virtually everyone has stated that I cannot make this car last on the road copurse a 20lbs, next is to show how that is done. Did you break 500 with any of your 67mm cars? Had we wanted to make big power runs we could have gone to 550, but that would be the absolute limit with the injectors I am running. We saw 15lbs at 4250-4500 depending on when I got on it in third. If I want, I can pull in 4th from 1500rpm and make 15lbs by 3700, but thas just a dyno trick, not what I'll be doing on the track, so what's the point. This car made the numbers on a 90 degree day after 30 pulls with 120+ IATs. The idea was to stess the car, and make sure it could make the numbers consistently, and with ease. it did that, so we called it a day. It's very easy to manipulate numbers on the dyno, all my numbers were generated by shifting at real world shift pointsSAE with absolutely no smoothing. There is no break-up, or inconsistency anywhere. The car made ~410@15lbs, 450@19, and 500+@24( I posted 25 since it was a smidge over 24, and I prefer to under report, since I am not trying to sell anything) all with very safe maps. Next is to add more reliability to the car by continuing to lower temps in the car. Even sitting still oil was ~150*(at the filter), water was ~180*(at the thermostat, so before the radiator) and IAT was 110 to 120 after 2-3 houirs of WOT pulls.

Timing was 17*advance with a 6* split AFRs were mid 11s, dropping off the graph after 8000rpm. Remember, we are on 111 octane which is what I will always run. Plugs are NGK6725-11.5, and ignition is E6K plus stock TII coils. Small street port, S4 irons, S5 rotors, and housings, stock mazda 2mm seals. Regards, Carl

 

Sorry Brian, I promised to tell all, no more secrets

 

Carl,

What happened to your plans to run a Q trim wheel, I was surprised to see you run this setup with a P trim.

 

I changed when Kabooski broke 500rwhp on the P trim. I just went out on the street(first time since the tune), The car feels fastyer than any ~750rwhp Supra I have been in. I'd say a 1 second in first, ~2 seconds in second(at most), and a couple seconds in third to hit ~8200rpm in each gear. The car is hooking with the 13" slicks, no traction issues as long as I baby it off the line. I think that 15 psi will come in the ~3500-3700 range on the street. Gimme some time to come up with accurate numbers, cause the car is truely SCARY FAST

 

Congrats on the numbers Carl, i'd love to see that thing at a race sometime. Keep up the great work.

 

Carl, Congrats on those awesome numbers.

Why would the anti-surge cover add 200-300rpm to spool up time ??

I've run the exact set-up with the anti-surge cover and hits full boost (20psi) under 4500rpm. It sounds like a jet plane alright :-)

Good Luck with the set up and lets hit the strip and waste some rubber.

 

I have not dug into the reasons, but I have observed the slower spool in person on back to back pulls on a PT67 .68 P trim Supra, we repeated the test a twice . You won't see too many supras running the anti surge covers due to that IMHO. Basicly, it's "the word" on Supraforums, so guys are staying away. It is worthwhile on 63mm, and 60mm turbos for road race applications, as they are prone to part throttle surge with the .58, and .68 housings that are popular on those turbos, but that is about it. I'm not really a drag racer, I think I'd need some 600m axles, and a different clutch to really do the job right. I'll take it to the local strip just for the trap speed, but i don't want to put the money in that direction right now, Im a road racer at heart. It is temptin though, what do you suppose a ~2500lb 500rwhp FC can pull with a ~1.7 60ft? I think I can do that without breaking it, as I was pulling 1.7s with 235-40-17 RA1 road race tires, and now I am on 13" wide slicks. Like I posted earlier, I think I am hitting 8200 in third gear in about 5.5 seconds(seat of the pants). Thanks, Carl

 

Take it Carl, just for ***** & giggles....if you get those 60ft times, I'm thinking high 9's?

 

no

Its not a 2100ILb car

 

If you can drive it will do a 10 sec pass easy ! with traction

 

awsome....I wonder how the divided 1.00 will spool . Congrats .

 

Yea you gotta get that baby on the track... at least for trap speed.. or to show everyone how easy it is to get an rx in the 10's... are you using my old injectors..?

 

With a minimal tune (due to not being able to use the Datalogit) on the one car here we tuned it did 446@15.2lbs. This was while it was anywhere between 100-103 degress in the dyno room with everything a little on the warm side. We backed it up with a couple 14lb runs and consistently got 425- and 430 depending on the temps. This was on 93pump only. A/Fs were high 10's to low 11's There is no doubt in my mind 500whp is only a click or two away with a better day(not 103) and actually being able to really fine tune the car(haveing issues with the dongle for datalogit.) And yes Carl these were corrected numbers. Congrats by the way as you now know 7's don't need those huge hp #'s like your saphire blue bus.

 

Sean what sort of set up on the car you are talking about ? Hot side, divided, manifold, timing(We shared, I am sure yould be happy to share as well) etc? In going back through some sheets, I see we had a couple from 419-422RWHP @14.4-15.1psi. The car is spooling WAAY faster on the street. Brian and I agreed to keep things pretty conservative due to the fact that it is for road race, I believe the tune is what Brian would consider moderate(with the possibilities being daily driver, moderate, and aggressive) for the set-up. What elevation are you at? I Know everyone is looking at peak numbers, but the big thing for me was that once the turbo is on boost the torque never trails off, it just peaks, and holds til redline. I am going to hit the dyno again in two weeks, not to do any tuning, but rather to spend some time carefully recording the parameters of each pull. Since it was a tuning session with multiple cars, we did not spend as much time as usually would detailing each pull. Suffice to say, the car is going to be a handful on the track, but once I get it dialed in, which I figure will take a year or so, I feel it will be one of the fastest open track cars in Cali. Of course it will need a driver I have been running open tracks in street cars for about ten years, but this is a whole new ball game, not so much because of the power, but due to the slicks, suspension, and all the Aero I am working on. I am pleased that I have enough power to use all the Aerodynamic mods I have been planning, and will be spending alot of time on car set-up moving forward. Sean I will post a completely documented 15psi, 20psi, and 25 psi SAE graph in a seperate write-up in a couple weeks, can we expect you to do the same, or at least post the pulls you are speaking of, with all the car set-up info, AFRs, fuel etc. I am going to work on re-dynoing with a boost graph from the dyno, so that there is certainty that a particular dyno was at a certain boost. Are you willing to do the same? I think this turbo is as close to the magic size as I have seen. It will outspool a 60-1 1.00ar, and make 600rwhp with a some work(and ~32psi). Jim Kelly also has an extraordinary car, however he had ony a 70/30 mix of 91/111 octane, so we kept it around 1 bar. I think his would easily top 500rwhp.
I'll be at Infineon for ALMS watching the 20B Lemans car this weekend (40 minutes from my house), and helping out some Star Mazda teams, possibly an LMP900 team. Hopefully I can score some of the 500.00 a corner new generation Radial slicks that those guys discard after a couple laps. Then I have a a free weekend, and then its off to the San Jose Grand Prix for two days. At that event, I'll be helping a USTCC team in one of the support races. After that I have two weeks to get my car ready for its first full weekend of track time, that will be at Infineon.

 

I also have to note that I added 2 degrees retard on the Haltech's trigger angle to help account for some slop in the crank angle sensor. So, the leading advance figures are really closer to 15* ramping up to about 17* at 8500+rpm. There's still quite a bit of power to be had out of this. It's conservative.

B

 

One other tthing, the WB in the bung at the bottom of the DP was reading .5 richer than the tailpipe sensor. The ~11.5:1 AFRs are the leaner of the two, ie my Tech edge with the L1H1 sensor read AFRs of 10.7-11.2 vs tailpipe readings of 11.2-11.7. SOOO we may be richer than what has been posted, I'll know once I check it with my buddies LM1. Any way you slice it, we opted not to make the ~10% more power potential for reliability reasons, and used the leaner of the two ADFR readings to be safe. BDC is pretty sure the Dynojet WB is the accurate number, as my sensor has seen ~30 gallons of 111 leaded at pretty rich AFRs. No Drags tomorrow due to the ALMS weekend, maybe next week Carl

 

You gotta take it to the drags, man. I gotta see what that thing will do on low boost and high boost !!!!

B

 

The PT67
makes for a GREAT street/strip turbo

I wanted to do some 25 PSI runs just recently
when my Tuner came in town
but my Turbo is failing
It now takes much higher RPM's to get it to build boost
I got scar marks on the Inlet
and some shaft play
Makes me wonder how the Turbine blades are..hmmm

Anyone know who to contact at Presicion for a "rebuild"?

Jim Byrne - jim@precisionturbo.net
Rita Koebcke - rita@precisionturbo.net
Joe Lubrant - joe@precisionturbo.net
Brian Malmsten - brian@precisionturbo.net
Don Mudrich - don@precisionturbo.net
Patrick Rubio - patrick@precisionturbo.net
Rod Short - rod@precisionturbo.net

I've tried there general email address
when I was wanting to know if I had a P trim or GTQ wheel
since I bought the Turbo second hand
and never got a response from them.................................

 

Ordinarily you need to go through the shop it was purchased from. In your case that may not be possible. They pick up the phone reliably, so I would call them. Was the turbo originally purchased less than a year ago? If so, they will fix it at N/C as long as it has not had something go through the wheels, and was not starved for oil. Any idea what happened? Are you running any sort of restrictor? Also, on the warranty thing, maybe a garrett dealer that you are friendly with, and that buys 67s in quantity(supra shops) might help you out. PM me on that thought. Carl

 

Turbo was running a .94 turbine, if I remember correctly timing is pretty much normal right around where your at 17* I think. I would have to go back and see what was final. The manifold was the same style I use for the 35RT4 only slightly different so long runner fully divided T4. I wanna play with the setup a little more as I feel I can get better response. It wasn't too laggy just no 35R.

 

When I got the turbo from a freind of mine
that had it in his car...New motor was smoking
thought it was the Turbo <- brand new at the time

Send back to them
nothing wrong with it they said
but still put news seals and bearings

Friend had the side plates powder coated
and the coating flaked off
in the oil pan and clogged the oil pump pick up
and engine let go (bearings) a few days later
after getting the turbo back

and then I bought his whole setup (he parted the car out and bought another FC)

Prior
I had a homemade Manifold
made of racing beat header tubing
and a Turbonetics T-66
and a Turbonetics racegate wastegate

My PT-67 those not smoke at all
so its not seals just bearing needs replacing
Its a Garrett CHRA
so any rebuild shop should be able to do it
If they won't

 

Any SAE dyno sheets for your customers 67mm set-ups? sounds like you sell qute a few reading some old posts of yours. I thought it would be a a .84, or a 1.00 divided? It's a PT67 yes? On my set-up with any street tire, traction would be non-existent until after ~60MPH. I really want to see your 15 psi dyno, so we can compare spool on your fully divided long runner manifold to my HKS cast, I say BRING IT ON BTW, what sort of port work on the motor? Exhaust(mine is through two presilencers, and a muffler)? Anyway, just a friendly comparison dont'cha know As far as a 35R, I've ridden in a couple, and I doubt they can hang with this setup. I'll try to get some dynos up on the comparison site so we can do some overlays. Anyone have a link to the newer site? Thanks, Carl

 

Congratulations, Carl, that powerband looks unbelievable for track use. That is one flat torque curve.

Hope to take a ride in that beast someday....you going to bring it down to ESCA...

 

I think the "speed limit" at the airport is ~60mph, I'd be well over 100 on the back side of the course. I will bring it out for fun, but it is really so explosive in the lower gears that I am not sure what it would do. Also my spring rates are way high for the surface at the airport, that is why Mike Manion does not bring his Z there. I will be at Infineon, and Thunderhill in August, or you can drop by after an AX. BTW when is the ext one? Drop me your phone number in a PM, or call me, I lost yours. I think the car will bust 140 at Thunderhill, I just am unsure how the brakes will do. I will be trying alot of differnt tire, and wheel combos. Also, my car is around 120db, I'll need to fix that before going to the airport Carl

 

Congrats Carl. I know it's been a long time coming and I'm glad to see you meet your goals. You have been through almost as much crap as I have in getting your car going.