Hi Supra owners. 



I hope you guys/gals are well. I thought you would be interested in the

results from my trip to the DYNOJET 248E at Davenport Machine in Calgary

yesterday. This is the 3rd time I have had my car on the DYNOJET. Wahoo.

Before this trip I had to install a new upgraded clutch in my car so that I

could actually test my new HKS SPORT TURBO UPGRADE. The stock 7M-GE

clutch I have had in the car was in perfect condition but could not hold the

7M-GTE with the HKS Garrett TO4E, it started to slip at anything over 13

psi boost. The other 2 turbos I have dynoed on the car in the past 2 tests

never caused the clutch to slip at far higher boost pressures. Because of

this fact and the old seat of the pants gauge, I knew my 7M-GTE engine

was now making very serious power. The strong stock 7M clutch had

reached the end of its clamping power. If the Dynojet sees any slip, it will

not record any data on the run so this is the sure way to tell if you have

clutch or torque converter problems.



As I mentioned above this is the 3 trip to the Dynojet for my Supra GTE. As

with the past runs I have only made changes to the turbo each time down

to the Dyno. No other changes at all, I did add some new gauges but nothing

that would mess up the tests. I am doing this in correct steps so that the

information I send to you is accurate and detailed. 



I will post the Jpeg of the runs to the FTP site in the SUPRAGTE directory,

file name will be DynoHKS1.jpeg & DynoHKS2D.jpeg  . One page is the plot

and the other is the raw data. Look at the span of RPM on the raw data

print out to see how wide the big HP and Tq span is. The engine is making

serious power from 3500 RPM to 6400 RPM and still pulling, the printout

only stops because we stopped the run there. The room temperature was

much warmer than any of my other runs as well, yesterday I ran in the

afternoon and before I was running in early mornings. The Dynojet

crunches all this but the temp still effects Intercooler efficiency some

degree. 



Anyway, since last time on the Dyno the car got an HKS SPORT TURBO

UPGRADE. This is a full HKS kit and just like the name says it is a full kit.

The kit is beautiful and comes with every washer gasket and clamp that is

required to install the kit on your car. The only quality problems I found

with the HKS kit were that the cast iron down pipe flange coming out of

the back of the custom HKS TO4E turbine housing did not have one bolt hole

tapped for the threads, not a big deal because it was one of the holes that 

bolt down the factory Toyota aluminum heat shield. Point of interest the

kit is so nice that it will allow you to use the factory aluminum heat

shields that come on the 7M-GTE, this gives it a very clean look under the

hood, as you guys all know I like clean installs. Before the install I sent

away an extra set of factory heat shields for ceramic coating, this way

when I had the turbo of to do the Sport Turbo upgrade I could bolt the

shinny ones on my car when I when I put it back together.. Also the HKS

documentation is a little difficult to understand, but it is still much

better than any thing from their competition.



As I said in past posting about this upgrade the HKS turbo is wild side on

the street/strip. It responds as fast or faster than the stock CT-26, when

it is up to full sing it truly feels like a fighter plane is pushing on your

back bumper. A total blast to drive and IMHO well worth the extra money

HKS USA has to charge you for it compared to other turbo setups. You

should also remember that the HKS upgrade is a brand new turbo and not

just a rebuilt xyz turbo.



The rest of the cars setup is still the same as all other runs. The setup is

as follows:



*HKS super power flow air filter, {ram air duct no help on the Dyno}

*Lexus Airflow meter upgrade, complete with adjustable FPR, Lucas 550

cc injectors, *custom meter screw

*NOS systems external fuel pump, running stock MA-67 lines and filter

*Stock MA-71 Intercooler, and piping

*Stock spark plugs, wires, ignition

*Stock TCCS ECU, O2 sensor

*Stock engine internals, {this 7M has over 120,000 kms or more on it}

*Exhaust system: Dyno Max muffler on the back of a HKS MA-67 exhaust

system. No cats..

*4:10 to 1 LSD

*Stock W58 5 speed tranny



I purchased a beefed up Clutch Masters in C.A. it is a full metallic race

clutch for the Lexus SC300, this is the same body style as the SC400 but

has the 2JZ-GE non turbo engine, cousins to the 2JZ-GTE twin turbo engine

in the TT Supra. Toyota still uses the W58 5 speed behind the 2JZ-GE

engine in the new 1996 Lexus coupes and Supra non turbo. I love the way

they keep using parts that are proven to work, this makes it nice for hot

rodders like us who need to work with the older stuff that is not the

latest technology, ha, ha, the 7M-GTE is old technology, have you driven a

Chev lately. The W58 tranny are behind every no turbo 7M and 2JZ engine

Toyota ever made. Clutch Masters in C.A. modifies the Lexus clutch with a

number of tricks and they use a 50% area full brass disc. It feels the same

in the pedal pressure department but comes on very firm, you have to be

careful leaving intersections as to not put rubber on the road. This clutch

holds my 7M-GTE to my drive train with no sign of slip.



*At 14.5 psia/16.5 psig my car produced:



397.5 ft/lbs of torque

338.7 HP at the rear wheels



The guys at Davenport that run the Dynojet 248E cannot believe this little

Toyota 6 banger, they said to me, "Jeess Reg how much power can this

thing make, your not coming back again with more changes, this is

unbelievable, 397.5 ft/lbs of torque and 338.7 honest real thing rear

wheel HP, shit my big block can't do this"

I replied "yeah cool huh, and it makes 28 MPG on the highway to boot"



Actually I can't prove this anymore, I made this fuel mileage with the

stock injectors and fuel system. Canadian gallon as well not USA, ours is

bigger than USA. I think the mileage is still the same though the car runs

just like stock around town, it runs the same EGT temp in closed loop, all

other functions are the same as well, idle, cold start etc. You would have

look hard to see the mods to the fuel system IE: blue strip on the

injectors, Lexus air meter, adjustable FPR. Next long highway trip will

prove the mileage again.



I will be going back to the Dynojet one last time before winter. This time I

will not change the turbo but I will install a  HKS Intercooler and full 2.5

inch hard pipes. If you live in a cool area as I do in Canada you can get

away with the stock Intercooler for a long time if you only use boost for

short periods of time. If you live in a hot area, IE C.A., Miami, AZ. or

anywhere with hot weather, 80 DEG and hotter out you should upgrade the

Intercooler before this point as recommended in the HKS catalog.



I wanted to run the tests on the stock Intercooler to see how much the

MA-70 system could flow, I was only interested in the HP vers CFM and

piping size.



I have proven that 420 hp is very real with much of the stock sized stuff

in place, but do not attempt to run the stock Intercooler at high flow rates

like this for extended periods of time. The stock Intercooler is not near as

efficient at cooling the hot charge air for extended periods of time in

warm conditions. When I run it on the Dyno it only takes 7 or 8 seconds to

make a pass.



I have also proven that the HKS 65mm exhaust system with no cats and

high flow muffler can also flow 420 flywheel hp with normal EGT temp of

1300 to 1400 DEG F.

I will also be testing a new 3.5 inch custom exhaust system on the Dyno

FYI.



Please email me with any questions you may have and I hope this research

is of interest to the supras list and SONIC.



Reg







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{SONIC} Supra Owners Network In Canada

FROM THE HOME OF THE SUPRA GTE

Information provided is given free of charge in good faith without

prejudice.

Visit my Supra Page at   http://www.supras.com/reg/reg.html

Calgary Alberta Canada. T2Y-2Y1 Hm#403-254-0035

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