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This shows the previous tune on 93 and methanol injection (blue) at 25 PSI, versus the current setup on pump 93-only at just 18 PSI (red). Check out the difference in spool up here, and remember the blue line had the old PT71-GTS with .81 AR housing, and the new red represents the PT6766 with 1.15 twin-scroll housing, which is more comparable to a .96 open. This is an apples-to-apples comparison because the same tire is used, which means the gearing is the same. That's a 70 lb-ft difference in horsepower, which at that 4300 RPM level is 85 lb-ft of torque! We welcome this gain because powering out at 80 MPH in fourth gear is very common in these cars, and this comparison is still on pump fuel!
Given the fact we chose a 6766 Precision Turbo with a 1.15 AR twin scroll (which is comparable in flow to the .96 “open” housing); as well as a larger ETS intercooler; and the larger runner Hypertune intake manifold with 90-mm throttle body (stock was 65-mm); the larger piping PHR exhaust manifold; and 272 cams with 9.7-mm lift; this was all a recipe for a very laggy setup!
However, it appears the dual ball-bearing action of the PT6766 turbo, the velocity stacks inside the Hypertune intake manifold, as well as the detailed cylinder head work from FRP helped not only to make up the difference but to really improve the overal powerband. With potentially more power and a fatter midrange, we’re having our cake and eating it too.
With a little bit of E85 added to the tank of 93, MKC's Chad Charlton was able to start messing with the Ethanol tuning. This graph shows the difference between where we’d left off with the previous tune on the 71-GTS setup on pump/methanol, versus today with 54% ethanol, which we’ll call “E54”.
If you glance at the graph quickly, you just might miss the big picture here, which shows just how much better this new setup actually is—and we haven’t even really pushed the turbo yet.
First, it’s obvious the PT6766 setup has a quicker spool up, and in this case we see it hit around 6 MPH sooner. But look at what that translates to (I noted in the cursor for verification). That's a difference of 100 lb-ft of torque at 82 MPH!
After noticing the midrange (the green line makes less peak torque in the midrange because we’re running less boost here), check out how the top end keeps climbing in an upward slope, in addition to the extra 10mph of extra RPM with the new setup.
The fact this new setup makes so much more power with less peak torque–in other words, making more power with less boost–is a testament of the new engine’s ability to both rev more freely and flow more air, thanks to the components mentioned above. Plus, we're able to take advantage of being able to rev the 2JZ higher and stay in gear longer, and more safely, because of the components that can actually take the higher RPM, like the Ferrea valvetrain, JE Pistons and K1 connecting rods, and the Fluidampr crank pulley.
When I first drove the car, the first thing I noticed was the new whistling sound of this turbo, which is addicting (the last turbo was quieter), as well as the new and more aggressive “PSSHH!” sound of the TiAL blow-off sound. But then, when I started going through the gears, I also couldn't believe the difference in the transient response between shifts, thanks to the dual ball-bearing PT6766 turbo. The next gear hits so much harder. It's simply awesome.
Many will argue that we've probably have gone overkill in parts to go for an 800whp peak on the dyno, and they're right if all we were going for was the peak number. In fact, we probably could have done it with our previous setup, with the same old turbo, on the stock block! To achieve it, however, we would have needed to mix racing fuel, and keep filling with methanol, and we would have had way more lag. But okay, we would have hit our 800whp.
But this setup is different. The drivability–starting from the smooth idle and going all the way through the RPM–is so much smoother thanks to the AEM Infinity and FIC injectors combination, and to be able to make that much power at a lower boost level is truly a nice thing. With less heat backing up into the motor you get greater longevity.
The rest of the setup just brings the whole package together. We're now able to make the power in true “Flex Fuel” fashion with E85 for $2.38/gallon at the pump, which not only is high octane but even burns cooler than pump or racing fuel.
Remember, it was only a few years ago when it was either one or the other: Spool or top end? Less power with pump fuel, or more power with expensive racing fuel? You couldn't have both combos without more displacement. And now you can have more of both worlds, at least to a certain extent. Now we want to see what happens when we turn up the boost on this sucker!
Actually, we've already done it, and here's the Supra back at it on Modified by KC's Dynojet.
After filling up the tank with 70% ethanol and then later 80% ethanol, Chad at MKC made a few attempts to achieve the dyno numbers we're looking for. Did we hit 800whp? Sorry but that's for Part 10! And don't worry about another long wait because we're already working on it.
For more on Project Supra, go HERE!
SOURCES:
ADVANCED ENGINE MANAGEMENT (AEM)
AEROMOTIVE
BFGOODRICH TIRES
EXTREME TURBO SYSTEMS (ETS)
FERREA
FLUIDAMPR
FORGESTAR
FOUR RINGS PERFORMANCE (FRP)
FUEL INJECTOR CLINIC (FIC)
GEARWRENCH
HYPERTUNE
JE PISTONS
K1 TECHNOLOGIES
MODIFIED BY KC (MKC)
OPTIMA BATTERIES
POWERHOUSE RACING
PWR USA RADIATORS
PRECISION TURBO
RACE TECHNOLOGIES (BREMBO)
ROYAL PURPLE
SHINE AUTO PROJECT
SPARKPLUGS.COM
SWAIN TECH COATINGS
TEIN USA
THERMOTEC
WALBRO
