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Project Supra on Modified By KC’s Dynojet 424x, ready to spin some madness.

Project Supra: Part 10 - Dyno testing - we hit 800 WHP!

by Pablo Mazlumian

I know that in Part 9 I said I was already working on getting this next part of our Project Supra series together, and that it would be soon released on MotoIQ.  But here we are two months later.  Forgive me.

I was telling the truth, but at the time I wrote that I also did not know I would be given the opportunity to cover the PRI 2014 show, which took 52 pages—that’s like 10 articles’ worth of content!  But now that I’ve got those out of the way, I’m excited to bring back this “little Toyota that could” to you.

In this article you'll see a record amount of dyno graphs, not only of this car with its different boost levels, but also of other interesting cars I found while trotting around the Modified by KC stable on the days I swung by.

 


In case some of you West Coasters have forgotten, it’s winter out here in the Midwest.  And it's cold here in the Kansas City area.  Actually, two days ago as I type this, it was 70F and tomorrow we've got a high of 38F with some snow.  So the temperature is really all over the place.  In any case, this is how the Supra has been spending most of its time since November.
 

In case you haven’t been up to date with our Project Supra, our goal was to hit 800whp.  We started this pursuit with a built engine featured in Parts 1-3, some bigger and badder parts like turbo, exhaust and intake components featured in Parts 4-5, a stout intercooler featured in Part 7, and a nice fuel system featured in Parts 8-9.  In order to make it all work harmoniously, however, we needed an engine management system, and that’s where the AEM Infinity comes in.

The AEM Infinity has been steadily growing in popularity in nearly all forms of racing, including drag racing, road racing, and drifting.  It features Motorsports-grade, weatherproofed hardware, and a CPU speed of over 400 million instructions per second (MIPS).  It’s truly a fine piece of hardware.

 


If you read through our PRI 2014 Part 1 coverage, you may have noticed that AEM is continuously expanding its plug-and-play harness applications list.  AEM started with the E46 M3, which we installed and tested in Project E46 M3 Part 6, and then they made one for the MKIV Supra, which is pictured here.  Lucky for us! 

AEM’s PnP Infinity harnesses are now available for some Nissan, Honda, Mitsubishi and VW models, as well as Porsche 996 and 997.  AEM’s also just released a PnP harness for the 2003-2007 USDM Mitsubishi Evo VIII and IX.

Also pictured above are some optional AEM Infinity sensors, including sensors for Exhaust Back-Pressure (long one, upper-left), Fuel pressure and Boost Pressure (upper-left), Exhaust Gas Temperature (upper-right), 0xygen/Lambda (right), and Intake Air Temperature on the lower right.

Here's a shot of the AEM Infinity installed in the factory location, which is in the passenger side foot well.  The PnP harness connects to the old harness as you can see on the far right, and there's the USB connector on the ECU itself to connect to a laptop.  We'll have to figure out a neater way to install this, like the way we were able to do with the E46 M3, per AEM's instructions.  I know it's messy down there, but give me a break.
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Comments
JM318is
JM318islink
Monday, February 02, 2015 5:17 AM
Estoril is in Portuagl, not in Spain. But great build nonetheless.
Pablo Mazlumian
Pablo Mazlumianlink
Monday, February 02, 2015 7:14 AM
Oops, was going from (bad) memory. Will fix. thanks!
jeffreyball610
jeffreyball610link
Monday, February 02, 2015 7:53 AM
Great to see all this time, money, and effort has paid off. Can't wait to see some timeslips from this car.
I was going to guess some kind of diesel truck based on the gunk under the turbo and the rust buildup. I was close. Diesels are very interesting in how they operate. Almost as neat as rotaries.
Now to get off my butt and work on my own car.
Maxzillian
Maxzillianlink
Monday, February 02, 2015 10:11 AM
If you meant to blur the license plate, you missed a shot on page 3. :[]
Pablo Mazlumian
Pablo Mazlumianlink
Monday, February 02, 2015 10:31 AM
@Jeffreyball610: Car is running awesome, am so happy with it. And I hear ya on getting motivated to get to work on the cars! Good guess with the red turbo!

@Maxzillian: Thank you, problem fixed! Good eye.
Mike Kojima
Mike Kojimalink
Monday, February 02, 2015 11:38 PM
Mike Cho looks like me from the back.
ginsu
ginsulink
Tuesday, February 03, 2015 2:12 AM
Really liked the dyno analysis. Interesting how different engines flow, and make peak torque. One thing that surprised me is the torque curve on the 3.2L M3...just seems a little uninspiring. This article confirmed my love for Hondas just because the torque keeps building up into the revs. I just love that sensation to driving a Honda engine, it *of course* makes you rap it out and obviously has wear/tear/oil consumption issues, but it's just so *fun*.
Pablo Mazlumian
Pablo Mazlumianlink
Tuesday, February 03, 2015 7:41 AM
@Mike: yes he is a Korean version of you, ;).

@Ginsu: Thanks for reading. Glad you enjoyed the analysis. I love studying dyno graphs myself. And I agree with you to a point. On the Hondas, it's actually the bump you feel in that upper-midrange from the VTEC (because below that is so low), and then--because the torque actually stays flat--you feel the actual horsepower basically not fall flat as you would on larger displacement engines at high RPM. So it feels like it's ramping up, but the torque in reality is not after the "hit", and it stays relatively flat afterward--especially after you open up its breathing.

With upgrades that let the engine breathe, all we're trying to do is flatten the torque curve up top so the power continues to climb. You can't "bump" the torque up top to a significantly higher peak LB-FT number without a bump in displacement, and it has to be able to run the same RPM.

The M3 has that same, flat torque curve in the midrange, but it's also got that flat torque curve below. So, yes, it's all fairly flat, and it "looks" very uninspiring, but what they've done with the Dual VANOS (infinite VTEC) is give you max, peak torque you can get from 3.2-liters, and pretty much EVERYWHERE, essentially giving you the best possible performance from your displacement limit. That flat torque also means you've got a HP curve going up the whole way, pretty much from start to finish, similar to that of a roots blower (although not quite as straight). Also, the fact this graph is so zoomed out, thanks to the Supra's high torque figure, it probably makes it look a little flatter than if the graph was force-scaled to the M3. If plotted against this Supra's graph, the VTEC bump will, too, look less significant because it would be very zoomed out.

So the M3 would feel like a beefed up (in displacement) Honda VTEC, but with all the lost torque down low. It won't be much appreciated/noticed in a drag race, but powering out of a low-speed/low-rpm turn you will notice indeed! And then you've got the nice top end, too. ;). Sure, without the "BRRR!" VTEC it may not be as much fun for some as well.

But it seems we have a similar taste nonetheless. For the same reason you like the Honda VTEC, I like the bigger turbos. I don't mind a little bit of lag to give me that sudden, sledge hammer-like hit from my seat, unlike with small turbos that spool so quickly that they just feel like you've up'd your cylinders by 2.
cartechs
cartechslink
Tuesday, February 03, 2015 12:53 PM
Great article. Thank you!
One thing...You switched out the old Walbro 255 fuel pumps for Walbro "485" pumps.
I am on a personal mission to help correct the naming of the "new-ish" Walbro 400lph pumps. Everyone calls them by a different name, pulling numbers and letters from who-knows-where.

So here it goes....the pump you used is a Walbro F90000267. It flows 438 lph at 3 bar. I will let you decide if you would like to join me in my mission to reduce naming confusion of this new pump and call it by it's part number.

p.s. The gas-version of the pump is the F90000262 and flows 400 lph at 3 bar.

Anyway, great read nonetheless.
theneil
theneillink
Tuesday, February 03, 2015 1:13 PM
way to go pablo! been watching this project for awhile turned out great! where do you think you'll go with it next? if i were a billionaire id do a sequential tranny
Ian Anderson
Ian Andersonlink
Tuesday, February 03, 2015 1:35 PM
The dyno sheets were very impressive, but I would wonder if the torque would stay flat if the car was able to stay at max boost the whole run. It looks like it "falls" off a tiny bit, but I would guess you wouldn't know it on the road.
Pablo Mazlumian
Pablo Mazlumianlink
Tuesday, February 03, 2015 7:57 PM
@cartechs: Is this Jeff? Anyway I'm going to go ahead and change it. I found from my original supplier at Walbro that it indeed is the part no. you call it, and I don't know where it got watered down to me as the "485" along the way, although I knew that wasn't the flow number, which is why I hadn't put "lph" next to it. Thank you.

@theneil: Thank you, sir! And yes sequential tranny would be nice but honestly I enjoy having a soon-to-be-nostalgic 6-speed manual, too. There is some talk of trying some new turbos that are out, and doing side-by-side comparos but we'll see!

@Ian Anderson: Indeed the torque curve would stay flatter, but only for a little longer. It would still drop even when boost stays constant, just not quite as much as you see in the graph.
If the boost would continue actually climbing slowly thru redline--like with a centrifugal supercharger--then that's how you would get a flat torque curve through redline. But since the boost (not torque curve) stays flat through redline then I would have to imagine the torque is a little flatter, like from its torque peak of 5500 RPM until about 6600 RPM before it starts to drop. And if that 29 PSI would have stayed, and kept that 700 lb-ft of torque through 7000 RPM, we'd be seeing exactly 880 WHP on the dyno--so we could be around that off the dyno at this boost level.
I'm telling ya, when I first drove the car at this boost level, the boost itself stayed through redline and I rarely hooked up in 4th gear with 295/35-18 R-comp-like BFG Rivals. It was so insano trying to pedal it at this speed, just to gain traction, that I had to dial it down to a less crazy 750 WHP, lol.
This reminds me of my old T66-turbo'd BMW M3 (E36). With the boost at 24 PSI on the street, when I'd turn it up as high as it would go on a Mustang Dyno I could only see 18 PSI. Take off the dyno and bam--had all my boost again. When there's not enough load, there's not much you can do except perhaps test with much taller tires and/or a taller gear. But even then it won't hold like it will on a road, pushing the weight of the car, and against all of that wind at high speed.
theneil
theneillink
Wednesday, February 04, 2015 6:35 PM
definitely side by side turbo compare-thon! whats to be gained (or lost) by different turbo setups, and how much do you loose on top setting it up for maximum low end response or top end power
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