New record-600+whp on the Vitara's! - Page 4

mcr00ex · 07-16-2009, 01:31 PM

Originally Posted by Mr. Kit

James, could yo post the difference between this +600whp setup, and your last set up of +470whp ????

I know the turbo now is bigger, but any other substancial change on the setup to reach this freaking numbers ???

He used a ram horn manifold, sk2 intake manifold, h22 tb, the ebay t3/t4 57 trim, 750cc injectors, he also had a STOCK head.

Sebastix · 07-16-2009, 02:57 PM

Originally Posted by 95badbird

you say so much usable power......for what only 3000 rpms?

I bet it takes a "while" to get to those rpm's.....

guess I'm just used to instant power from a V8, not having to wait until 6000 rpms to start making power.....which is where I normaly shift..

I bet it won't take a "while" to get at 6000rpm @ 30psi like this....this is a drag setup. This engine don't use the rpm's below that.

Mr. Kit · 07-16-2009, 03:49 PM

Originally Posted by mcr00ex

He used a ram horn manifold, sk2 intake manifold, h22 tb, the ebay t3/t4 57 trim, 750cc injectors, he also had a STOCK head.

Nice, that give me hope about my setup, I´m looking for 450whp, almost same setup .

And the old pistons and rods ??? vitaras w/eagles????.

liveforphysics · 07-16-2009, 08:06 PM

Originally Posted by 95badbird

you say so much usable power......for what only 3000 rpms?

I bet it takes a "while" to get to those rpm's.....

how much lag does it have from a dead stop?

looks like it takes roughly 6300 ish rpms to get the car going...

A prostock V8 will also fall flat on it's face below 6,000rpm.

This is a racecar. You optimize a racecar's engine to provide power in the area of the powerband you will be using. He can sit on the 2-step at 7-8k and launch easily providing as much power as his tires traction can support. Once he shifts, the gearing drop doesn't let the car fall out of the power band, it stays right in the meat of it for the whole quarter mile.

It's pointless to put torque in areas of the power band on a racecar that will never be used racing. However, if he wanted to start the power band sooner (which would make his car absolutely no faster racing), a 75shot of N20 could enable the turbo to get spooled a few thousand RPMs sooner. But again, this would be pointless for drag racing, as he all can apply all the power the tires can handle as he leaves the line.

Best Wishes,
-Luke

liveforphysics · 07-16-2009, 08:15 PM

Originally Posted by Mr. Kit

Nice, that give me hope about my setup, I´m looking for 450whp, almost same setup .

And the old pistons and rods ??? vitaras w/eagles????.

Mr. Kit- The build you see does not work because of the choice in parts. Copying the choice in parts will sadly not result in the same outcome without the piece of the puzzle that comprises 99% of how this build works. It works because of James tuning. That's what makes the difference between the high budget sleeved block forged piston/rod builds that blow up at 400hp, or the guys breaking stock sleeves at 250whp running good forged pistons. Tuning. It's the biggest piece of this engine, and it's solely responsible for how the stock sleeves hold 609whp.

Making power doesn't break engines. It's almost impossible to break an engine without abnormal combustion, lubrication/temp problems, or over-rev. If you have a tune that doesn't allow abnormal combustion, your engine will live and work great for a long time, even at radical power levels. If you have the standard shop tuner guy tuning your car, you are going to be breaking at the standard power levels that you see stock sleeves breaking.

-Luke

Mr. Kit · 07-16-2009, 10:02 PM

^thanks Luke, but I was not talking about a copy about the actual setup of James, my set up is almost the same that the old setup of James.

I know that tuning is the key for this great numbers, and I know my tuner makes a great job also, he has no the experience of James , but is very good tuning.

My point is trying to see about the differences of both setups, I´m running fj custom length rods, and that makes a jump on compression, I´m trying to find out and learn a lot of nice setups.

If I were closer from James, he will be my tuner no doubt, but I´m at the south of Texas.

JFK78 · 07-16-2009, 11:35 PM

Originally Posted by 95badbird

you say so much usable power......for what only 3000 rpms?

I bet it takes a "while" to get to those rpm's.....

how much lag does it have from a dead stop?

looks like it takes roughly 6300 ish rpms to get the car going...

I'm not dissing this build in anyway....just trying to understand how a 3000 rpm power band in a window of 9000 rpms has much "usable power"....

guess I'm just used to instant power from a V8, not having to wait until 6000 rpms to start making power.....which is where I normaly shift..

This is the kind of comment I like! It seems that way, and the others already pretty much laid it out about how it has the powerband where it is needed at the strip. But I'd like to comment on how it really feels to drive.

It's a pretty light car, and it makes 150tq by 5500rpm, which is already much more than a D16 would normally produce. So it actually feels quite peppy even before the big power hits and is faster than a normal street D16 even from low rpms.

I don't know if you've seen these vids from my build thread, so I'll post them here again. On the street vid, I floored it at about 3500rpm or so.

The in-car vid from the track is with a stock open diff tranny which has terrible gearing for this build also, so it's a worst case scenario...

Originally Posted by Mr. Kit

My point is trying to see about the differences of both setups, I´m running fj custom length rods, and that makes a jump on compression, I´m trying to find out and learn a lot of nice setups.

Heres a quick list for you:

57trim .63 a/r VS SC6262 .82a/r
miniram VS topmount
better intercooler
bigger charge piping
SK2 im VS G.E. IM
60mm TB VS 68mm TB
750cc inj VS 1000cc inj
59300 cam VS 59500 cam
stock y8 head VS ported Y8 head
normal length eagles VS custom length FJT's so....
~7.7:1 c/r VS ~8.5:1 c/r

Mr. Kit · 07-16-2009, 11:46 PM

Originally Posted by JFK78

Heres a quick list for you:

57trim .63 a/r VS SC6262 .82a/r
miniram VS topmount
better intercooler
bigger charge piping
SK2 im VS G.E. IM
60mm TB VS 68mm TB
750cc inj VS 1000cc inj
59300 cam VS 59500 cam
stock y8 head VS ported Y8 head
normal length eagles VS custom length FJT's so....
~7.7:1 c/r VS ~8.5:1 c/r

Thanks James, now I can have and idea about what can I expect from my setup.

When are you going to the track again ???

JFK78 · 07-17-2009, 02:38 AM

The NHRA nationals are going on up here, so there won't be any test & tunes for a week or two.

T-MacK · 07-17-2009, 06:07 PM

Originally Posted by 95badbird

you say so much usable power......for what only 3000 rpms?

I bet it takes a "while" to get to those rpm's.....

how much lag does it have from a dead stop?

looks like it takes roughly 6300 ish rpms to get the car going...

I'm not dissing this build in anyway....just trying to understand how a 3000 rpm power band in a window of 9000 rpms has much "usable power"....

guess I'm just used to instant power from a V8, not having to wait until 6000 rpms to start making power.....which is where I normaly shift..

Pretty funny, when I had my turbo GSR I was pounding every V8 at the races. Hell even last year my buddys little turbo d15b eg would blow the balls of any new stang.lol.
Im guessing you have never driven a turbo charged Honda before??
This car was bilt to make power over 6000rpm's.....and im sure it won't be lagging of the line.