Sam, could you please answer my question that i posted.

 

Congrats!

 

The power drop you are seeing in the upper RPMs is due to the fact that we were running VERY conservative timing ( almost TOO conservative) as a matter of fact we had to keep an eye on the EGTs since they were a little high due to the amount of timing we were running in the higher RPMs. Keep in mind these horespower results are new bounderies we are breaking and we need to spend more time on the car to make sure the foundation is going to last(This isn't a Supra that has been around for 13 years ). We dont want anything to happen just to post a big number/good looking dynograph on the internet and cause any damage to the engine. That would ruin our main goal of making a high horespower car that will LAST.

sam

 

How much timing around redline? Im surprised it is so conservative with race gas that hp peaks before 6000rpm...

edit I had missed this in the mods list

Nice! Cant wait for Charles to release this as I want this system

 

yea im bugged out by what he meant also. 1000hp though laggy is still 1000hp.

 

any numbers on someone elses dyno?? nice numbers by the way

 

Due to running conservative timing our EGTs were right at 890 degrees C @ 7200 rpm and the power band was dropping at the end so it did not make sense to take the engine to 8,000 RPMs just yet.

Making power to redline has been in the plan since day one and I can say this confidently that we know what it is going to take to accomplish that.

BTW, We did prove that on Test Car#1 car by making power to red line with no drop in power. Test Car#1 was set up to 7000 rpm redline.



As you can see on these graphs Test Car#1 IS making power all the way to redline.

sam

 

Now, this is a true milestone.... Congratulations Sam, it was only a matter of time. This is truly something, my friend.

 

jesus, just when i was getting used to my amazing 251 std power lmao. What do i drive in comparison to this chart a 3 cyc geo . God. NIce work man. Now i gotta beat on some DE civics or scions to feel better.


But in all due respect your raising the bar man.
ah damn...i work for cingular and i said that how retarted lmao

 

Here is the master plan: we are going to put some real world miles on the car making it a TRUE daily driver(I will be driving the car back and forth to work everyday) Also the car has a few other modifications that need to be done like: Brake Upgrade, Suspension, Chassis Bracing, Aero Dynamics, Wheels and tires, etc. Also we are planing to take the car to the track and see how it holds up(since we all can agree this is REALLY testing the limits of a car and engine)

Just to give you a little back ground info on our operation we started building stroker kits in different platforms over 5 years ago. When we did our first Subaru 2.8 L Stroked Engine ( stock displacement 2.0L ) We drove the car for 20k miles on that stroked engine and then did a complete tear down and inspection to find the engine was in perfect condition, rods, pistons, bearings, everything was great. I'm just sharing this to show everyone how far we are going to go to produce a reliable, solid engine. So to answer your question the car will be pushed and in every aspect

sam

 

I think you'll reach your 1,000whp goal by adding ATC motorsport's ecu resistor mod

 

Even with race fuel running high boost will lead to the same thing as running more timing in lower boost settings. They all lead to lifting the heads, so as you increase boost you need to decrease timing. This the safest way to do things when tuning a new platform. Chasing big numbers on a dyno can only lead to one thing: misery

sam

 

So, to fix the power dropping off is all dependent on timing?

 

Thanks for getting my stomach upset with that ride sam.......

 

I'm guessing adding in more timing up really high will help, but not enough to fully flatten the torque curve. With a stroked engine it's going to be harder to maintain the torque at 8000 rpms compared to the 3.5 liter engine. If you continued the 20psi run, it looks like at 8000 rpms it'd be at around 350-400 tq which is a huge drop from 742 tq @ 5100 rpms

Not only that, but I'd be willing to be the APS extreme turbos are at their most efficient around the 4000-6000rpm range, so it's going to be a fighting battle to keep the tq flat from 6000-8000 rpms. I think the turbos would have to be switched to something bigger to really flatten up the top end...

 

damn....Sam, you guys do great work!!!!

thanks for the tour today with Alex, James, Vince & GF

your facility is absolutely amazing...............AMAZIIIIIIIIIIIIIIIIIIING!!!!




Kit

p.s. NA is better!!!!!

 

Realize that the stock VQ35 motor flows more CFM than the 2JZ-GTE, along with a .5 displacement advantage.

Add another .74 liters, and the VQ35 has become a monster that will blow any 2JZ out of the water. The only reason there's more high-powered Supras is because it's a cast-iron block and not prone to dying. Personally, I'd rather have the cast aluminum block and pay more to get things done.

More torque, less laggy turbos (seriously now, the APS Extreme's lag is incomparable to 1000+whp Supras), and add in GTM's racing transmission and you have a car with extreme power across the entire RPM band. It will get the jump on any Supra with the same power level, and hold that lead until the race is over.

 

its only a matter of time before you switch over...

 

here's some dynos overlayed for reference:

typical bone stock Z

A typical JWT on stock block

George@GTM's Z on the stock block with APS TT kit @12psi

4.24 stroker @ 14 psi APS TT Extreme

4.24 stroker @ 20 psi APS TT Extreme



The JWT and stock dynos were done on a dynojet, but not GTM's

 

i know.......



FI is like forbidden candy......................for me anyways