Below is link to the thread on the head work on the car -- click on top overhaul pics.

www.datapathusa.com/scott/scott.html

Also dug up the complete Crower specs on the regrind of my cams: These are directly from the card included with the cams:

Specs from card:
Advertised Specs:
Intake: 270 lift .362 clearance .006 hot
Exhaust: 268 lift .374 clearance .008 hot

4.0BTDC I.O.
-4.0BTDC E.C.

36.0 ABDC I.C.
44.0 BBDC E.O.

Intake opens 4.0BTDC
Closes 36.0 ABDC
Exhaust opens 44.0BBDC
Closes –4.0BTDC

Lobe separation 110 deg.
Duration at .050” intake 220 deg
Exhaust 220 deg

Lobe lift intake .362
Exhaust .374

 

Nice work.

 

Wow, very nice. When will that bad boy get put back together?

 

A definite sleeper. Looks totally stock except for wheels!

 

At the rate I'm going---about another year ;-)

Looking at some vanity plates on the car.

Any of these jump out at you?

TRBOLEX
Z06EATR
SC300T
423RWHP
T60PWRD
2JZTRBO
SC3TRBO

 

Looking good Scott!

As for you plates, I've thought about the TRBOLEX one, or something like TRBO SC3.
IL stinks for plates, because you cannot interchange letters and numbers.

Keep us updated on the build up.

Chris

 

Sounds like an interesting project!

BTW, for plates, I like TRBOLEX

Or WANNARN (Wanna run)?

 

Very nice Scott, didn't realize it was off the road for that long, i'm sure you're anxious to finish it, especially with the Stork headed to your house under 2BAR of boost...
- Jon

 

Thanks for the kind words guys... With the web page, I'm just trying to put out as much info about the project as I can. This type of information needs to be shared with fellow CL members.

 

It runs!!!!

Turned the key -- miracle of miracles, everything works... Fired right up on the stock ECU. The upgraded cam does alter the idle a bit. You can hear and feel the difference. Idle with stock ECU and this cam is a slight bit unsteady, but not bad. Could be considered mildly lumpy at 650rpm. At 1000rpm, it is totally smooth. I still consider it very "streetable". Even better, the stock ECU doesn't do anything bizarre, air/fuel ratios are good, no abnormal tendancies noted. Top end is noticeably stronger. Just running 5psi now, but feels smooth and strong. I think I may have lost a smidgen of power in the 3k rpm range, but that is replaced with more oomph up top. There is not much of a midrange power bulge anymore, just linear acceleration to the cutoff. No real torque surge- still extremely quick. Exhaust has more of a mad sound to it. All in all surprised I didn't screw anything up. Kudos again to Lance for making a kit that can witstand the rigors of tear downs and rebuilds. Next up is smog testing, then who knows... Probably take the AEM plunge.

 

Good to hear Scott...

 

Hey Scott,

Great to hear your car is back up and running. Nice job.

I read your web page and noticed your goal is 550rwhp on 93 octane using the T60-1 compressor. My guess is that you're going to have to run 20+ psi of boost to get there. However, the T60-1 starts falling off in efficiency after about a 2 bar pressure ratio (14.7 psi of boost). With rev limiting removed, the flow rate doesn't even appear on the compressor map at 8000 rpm. Are you using a Greddy 4-row or equivalent intercooler to compensate for the increased air temp due to the low efficiency of the compressor at high rpm? Or, are you going to inject methanol into the cylinders to prevent detonation? Even with a 3mm hg, I'm thinking you're going to have problems.

I like where you're going with your project, but it seems physics are working against you. Am I missing something here?

Thanks,
-scott

 

You mean other than the fact that 2 BAR isn't 14.7 pounds?

 

I'm not exactly sure how you arrived at your numbers. My numbers may be incorrect, but I've based them on my dyno session and the rwhp that the car has already produced. I plugged them into the Ray Hall Turbocharging calculator to extrapolate the gains.

www.turbofast.com.au

Example:
423rwhp run:
plug in these data points:
6500 rpm
14psi
93 VE
75 Compressor Efficiency
Bore 3.39
Stroke 3.39
Air Temp 50
Inter Efficiency 65

This yields 39lbs of air flow

550rwhp run:
plug in these data points:
8500rpm
14psi
93VE
74 Compressor Efficiency
Bore 3.39
Stroke 3.39
Air Temp 50
Inter Efficiency 65

This yields 50lbs of air flow

I could be way off here, but the numbers add up (to me at least)

After the 423rwhp run, several factors push for a higher possible RWHP number: Hotter cam, porting/polishing of the head, less intake restriction (MAF elimination), less exhaust restriction (ditch stock mufflers from cat back), tuning (AEM).

 

Actually, I had a mis-print. I meant to say a pressure ratio of "2" which is boost of 14.7psi. Sorry.

Scott,

Well, if you're trying to get there with rpm instead of boost, then you might be correct. However, I have not seen anyone on SF reach the 500rwhp mark on less than 20psi and a small turbo. I'm pretty sure you'll have to crank up the boost which lowers the compressor efficiency and puts more stain on your intercooler.

-scott