I’m proud to be part of the 300 horsepower club! :oD
03-03-2008, 06:44 PM
#1
Licensed to Spell
Thread Starter
iTrader: (12)
Join Date: Feb 2001
Location: Murrieta (southern California)
Posts: 4,521
I’m proud to be part of the 300 horsepower club! :oD
Guys, please excuse my double post. I couldn't choose just one forum to post in. Thanks for understanding.
Exact duplicate post in the SC/TC forum.
Copy and paste:
---------------------------------------------------
I went to the “Dyno Day” at Dyno Extreme on Sunday, 03-02-08 in Stanton CA (near Knott’s Berry Farm in Buena Park) with James / The Wizard. It was nice to meet up with Joe (joebangaa) and Mike (VIPMaxima, banned,
). Good job guys on your dynos by the way.
It was a fun time. Lots of high horsepower Supras and other cars. Lots of food, snacks and drinks. Bikini car wash, etc.
Well, I got my highest horsepower to date!
322.76 HP and 307.82 TQ.
Last year I was around 240. So, with an 80+ HP increase, I’m quite stoked, to say the least.
A HUGE thanks goes out to Jimbo “The Wizard” Ozouf for helping me crank out 3 pretty big mods in just the week before the dyno.
Total (power) mods and variables are as follows:
Un-tuned
Unless I say otherwise below, I have all OEM parts and the “stock” parts that come with the Stillen SC kit (yes this means: stock injectors, stock MAF, standard Vortech FMU with 8:1 disc, Bosch bypass valve, stock fuel pump, etc.)
One-step colder NGK platinum plugs gapped to 0.037”
91 Octane gas
13.7 lb 17” rims
12.5 lb 12.2” rotors (stock are 15lb ea.)
Cattman cat-back
LSS test pipe (just for dyno and track days)
Warpspeed Fed Spec aluminum Y-Pipe
Fed Spec. left bank manifold (from Fanaticrock – thanks man!)
(I did a CA spec --> Fed Spec left exhaust bank manifold conversion which eliminated the huge left bank pre-cat. I installed a Cattman O2 simulator for the two downstream O2 sensors)
Vortech V2 supercharger, freshly re-built
2.87” Vortech SC pulley (see boost/PSI information below)
Custom intake piping
A 5”d x 8”l PWR water to air aftercooler (barrel design) with a Bosch water pump, a Jackson Racing front-mount heat exchanger, and a Vortech ice chest/water reservoir.
Thermal insulation to protect the underside of the intake tubing from the exhaust manifold/engine heat.
4th gen. Variable Intake set at 5200 RPMs (installed by The Wizard, the VI master)
Freshly rebuilt I30t VLSD automatic transmission (with Hayden #403 cooler)
Perma-Cool oil cooler (not sure if that results in a power increase or not, but, just in case)
I think that’s it. I hope I am not forgetting anything.
Oh, and my I30 fuzzy A, B and C pillars (good for at least 10 HP
)
I have a bad memory but I think the mods that are new this time (322HP) from last time (240HP) are: one-step colder plugs, lighter rotors, Cattman catback, Fed. Spec. conversion, re-built blower (which fixed a chipped impeller blade and inlet oil leak), a few more PSI, larger PWR AC which replaced a smaller JR AC (see explanation below), 4th gen. VI, VLSD tranny with cooler, oil cooler. But I did have my fuzzy pillars last time (otherwise I would have dynoed at 230)!
As far as the boost / PSI level... Well, on the dyno I made maximum boost of 10PSI. However, I always hit 12PSI max on the street. The dyno owner/operator told me this was normal and it’s because the dyno has less of a load than the street. Huh?
I recently replaced my small 3”d x 11”l Jackson Racing (JR) water to air aftercooler (AC) with the PWR AC mentioned above. The PWR is supposed to be more efficient in cooling and result in less boost loss. I now lose 1PSI across the PWR AC where before I lost 2PSI across the JR AC. I also have a dual intake temperature gauge by Autometer. I have one probe upstream of the AC and one downstream. With my JR I would see about a 10 degree difference during idling/cruising and a max delta of 40^ during a full boost run. With the PWR I know see a 15-20^ delta when cruising and a 60^ delta during a full boost run. During the dyno, I added ice to the ice reservoir and saw a max delta of 85^!
Dyno Extreme didn’t hand out dyno graphs that day. So, excuse me for the digital camera photo of my dyno. The owner should be sending out the run files via e-mail shortly so I will post up the dyno when I get it. Also, these are the uncorrected numbers.
I’m really stoked. Two of my dreams were achieved at once: 1.) Break 300HP and 2.) Get a single-digit weight to horsepower ratio (~2900 lb / 322 HP = 9.00 LB/HP!!).
Exact duplicate post in the SC/TC forum.
Copy and paste:
---------------------------------------------------
I went to the “Dyno Day” at Dyno Extreme on Sunday, 03-02-08 in Stanton CA (near Knott’s Berry Farm in Buena Park) with James / The Wizard. It was nice to meet up with Joe (joebangaa) and Mike (VIPMaxima, banned,
). Good job guys on your dynos by the way.It was a fun time. Lots of high horsepower Supras and other cars. Lots of food, snacks and drinks. Bikini car wash, etc.
Well, I got my highest horsepower to date!
322.76 HP and 307.82 TQ. Last year I was around 240. So, with an 80+ HP increase, I’m quite stoked, to say the least.
A HUGE thanks goes out to Jimbo “The Wizard” Ozouf for helping me crank out 3 pretty big mods in just the week before the dyno.
Total (power) mods and variables are as follows:
Un-tuned
Unless I say otherwise below, I have all OEM parts and the “stock” parts that come with the Stillen SC kit (yes this means: stock injectors, stock MAF, standard Vortech FMU with 8:1 disc, Bosch bypass valve, stock fuel pump, etc.)
One-step colder NGK platinum plugs gapped to 0.037”
91 Octane gas
13.7 lb 17” rims
12.5 lb 12.2” rotors (stock are 15lb ea.)
Cattman cat-back
LSS test pipe (just for dyno and track days)
Warpspeed Fed Spec aluminum Y-Pipe
Fed Spec. left bank manifold (from Fanaticrock – thanks man!)
(I did a CA spec --> Fed Spec left exhaust bank manifold conversion which eliminated the huge left bank pre-cat. I installed a Cattman O2 simulator for the two downstream O2 sensors)
Vortech V2 supercharger, freshly re-built
2.87” Vortech SC pulley (see boost/PSI information below)
Custom intake piping
A 5”d x 8”l PWR water to air aftercooler (barrel design) with a Bosch water pump, a Jackson Racing front-mount heat exchanger, and a Vortech ice chest/water reservoir.
Thermal insulation to protect the underside of the intake tubing from the exhaust manifold/engine heat.
4th gen. Variable Intake set at 5200 RPMs (installed by The Wizard, the VI master)
Freshly rebuilt I30t VLSD automatic transmission (with Hayden #403 cooler)
Perma-Cool oil cooler (not sure if that results in a power increase or not, but, just in case)
I think that’s it. I hope I am not forgetting anything.
Oh, and my I30 fuzzy A, B and C pillars (good for at least 10 HP
)I have a bad memory but I think the mods that are new this time (322HP) from last time (240HP) are: one-step colder plugs, lighter rotors, Cattman catback, Fed. Spec. conversion, re-built blower (which fixed a chipped impeller blade and inlet oil leak), a few more PSI, larger PWR AC which replaced a smaller JR AC (see explanation below), 4th gen. VI, VLSD tranny with cooler, oil cooler. But I did have my fuzzy pillars last time (otherwise I would have dynoed at 230)!
As far as the boost / PSI level... Well, on the dyno I made maximum boost of 10PSI. However, I always hit 12PSI max on the street. The dyno owner/operator told me this was normal and it’s because the dyno has less of a load than the street. Huh?
I recently replaced my small 3”d x 11”l Jackson Racing (JR) water to air aftercooler (AC) with the PWR AC mentioned above. The PWR is supposed to be more efficient in cooling and result in less boost loss. I now lose 1PSI across the PWR AC where before I lost 2PSI across the JR AC. I also have a dual intake temperature gauge by Autometer. I have one probe upstream of the AC and one downstream. With my JR I would see about a 10 degree difference during idling/cruising and a max delta of 40^ during a full boost run. With the PWR I know see a 15-20^ delta when cruising and a 60^ delta during a full boost run. During the dyno, I added ice to the ice reservoir and saw a max delta of 85^!
Dyno Extreme didn’t hand out dyno graphs that day. So, excuse me for the digital camera photo of my dyno. The owner should be sending out the run files via e-mail shortly so I will post up the dyno when I get it. Also, these are the uncorrected numbers.
I’m really stoked. Two of my dreams were achieved at once: 1.) Break 300HP and 2.) Get a single-digit weight to horsepower ratio (~2900 lb / 322 HP = 9.00 LB/HP!!).
Nice numbers man 
03-04-2008, 12:44 PM
#8
Licensed to Spell
Thread Starter
iTrader: (12)
Join Date: Feb 2001
Location: Murrieta (southern California)
Posts: 4,521
Thanks guys.
Yeah, yeah.... the level. I recently ordered a fiberglass hood with an inverse hood scoop and unfortunately the stock shock's bolts don't fit in the hood's holes.
The wheels are 17"x7" Kosei K1 TS.
Tire Rack lists them at 14.1 but I got 13.7 lb on my scale.
I hope this link works.
Yeah, yeah.... the level. I recently ordered a fiberglass hood with an inverse hood scoop and unfortunately the stock shock's bolts don't fit in the hood's holes.
The wheels are 17"x7" Kosei K1 TS.
Tire Rack lists them at 14.1 but I got 13.7 lb on my scale.
I hope this link works.
03-06-2008, 12:10 AM
#10
Good job Josh! 
Call Sarkis and bug him for the runfiles...
Can't wait to see your A/F. Time to tune the Max and extract some more ponies...
We should have installed a FP guage under the hood. I bet your FP is getting up there.
Call Sarkis and bug him for the runfiles...Can't wait to see your A/F. Time to tune the Max and extract some more ponies...
We should have installed a FP guage under the hood. I bet your FP is getting up there.
03-08-2008, 12:23 PM
#13
Licensed to Spell
Thread Starter
iTrader: (12)
Join Date: Feb 2001
Location: Murrieta (southern California)
Posts: 4,521
Well, Sarkis isn't sending me the run files on his own so I just sent him a friendly reminder.
As for the hood, I still need to paint it, figure out the hood shocks, modify it a little and so forth, but here is one of the few pics of it I took the night we test fitted it. I am not totally stoked over the looks of it, I just mostly wanted the weight reduction (41.5-20.7 = ~21 lb savings!!) and heat dissipation. It has front inverse hood scoops and a cowl design. The problem is, there is no outlet near the windshield even though it is shaped like a cowl! So I need to cut an opening. Fitment/quality is pretty good other than the hood shock bolt holes being too small and the front passenger corner is lifting a little but I think I can fix both. I'll take more pics when I am all done.
P.S. No, the hood is not closed all the way in this picture.
As for the hood, I still need to paint it, figure out the hood shocks, modify it a little and so forth, but here is one of the few pics of it I took the night we test fitted it. I am not totally stoked over the looks of it, I just mostly wanted the weight reduction (41.5-20.7 = ~21 lb savings!!) and heat dissipation. It has front inverse hood scoops and a cowl design. The problem is, there is no outlet near the windshield even though it is shaped like a cowl! So I need to cut an opening. Fitment/quality is pretty good other than the hood shock bolt holes being too small and the front passenger corner is lifting a little but I think I can fix both. I'll take more pics when I am all done.
P.S. No, the hood is not closed all the way in this picture.
Last edited by ptatohed; 03-08-2008 at 12:25 PM. Reason: Add P.S.
03-12-2008, 12:15 PM
#16
Licensed to Spell
Thread Starter
iTrader: (12)
Join Date: Feb 2001
Location: Murrieta (southern California)
Posts: 4,521
I was just thinking about that last night. No, I haven't. I sent a reminder e-mail several days ago - no reply. I'll send one more e-mail and/or call. Have you got yours yet Joe? If you do a drive-by to get yours, could you bug him to send mine? Thanks.
Joe/James, do you have Sarkis's phone number?
Joe/James, do you have Sarkis's phone number?
03-12-2008, 12:24 PM
#17
Licensed to Spell
Thread Starter
iTrader: (12)
Join Date: Feb 2001
Location: Murrieta (southern California)
Posts: 4,521
That's the plan.
Not sure how accurate these formulas are but, if I plug my variables into this formula:
1/4 mile ET (s) = 5.825 x [Weight (lb) / Wheel HP]^.3333
(Weight of car with me = 3150 lb, conservative. FWHP = 300 HP, conservative)
Then: 1/4 mi ET = 12.74 s
We'll see.
Not sure how accurate these formulas are but, if I plug my variables into this formula:
1/4 mile ET (s) = 5.825 x [Weight (lb) / Wheel HP]^.3333
(Weight of car with me = 3150 lb, conservative. FWHP = 300 HP, conservative)
Then: 1/4 mi ET = 12.74 s
We'll see.
03-14-2008, 11:28 AM
#21
Licensed to Spell
Thread Starter
iTrader: (12)
Join Date: Feb 2001
Location: Murrieta (southern California)
Posts: 4,521
I clearly stated I have a PWR water to air aftercooler (barrel design, 5" in diameter), talked about it in detail and even included a link to the manufacturer's website.You read every one else's reply in full but not my first post in full??
Anyway, thanks GTR.
03-14-2008, 12:47 PM
#22
Licensed to Spell
Thread Starter
iTrader: (12)
Join Date: Feb 2001
Location: Murrieta (southern California)
Posts: 4,521
I just called Sarkis. I'll get my run files "tomorrow".
Translation: I just made the first of the four total phone calls it's going to take to get him to send the files.
Translation: I just made the first of the four total phone calls it's going to take to get him to send the files.
03-17-2008, 11:45 AM
#25
03-17-2008, 01:29 PM
#27
Prepare to get eaten alive, as you just walked into the lion's den (referring to Ptatohed's avatar/signature)
And uh.......he's supercharged, so he won't be putting a turbo on it anytime soon.....
Busted!! 
03-17-2008, 08:08 PM
#30
Thanks Wizard, just wondering how things were working out for him. Seems like you guys got the belts down over there, more Code Red!
03-19-2008, 08:36 AM
#32
If you don't mind me asking, how much did the PWR cooler run? I assume you can get it so it works with 3" piping like I have?
Great numbers, I'm quite surprised by the torque you're making.
S
Great numbers, I'm quite surprised by the torque you're making.
S
03-26-2008, 07:55 AM
#34
Supporting Maxima.org Member
iTrader: (3)
Join Date: Apr 2003
Location: the OC & Silicon Valley
Posts: 2,586
Hm didn't realize they changed your X-axis to MPH...I told Sarkis to use RPM early on in the day which they used for my runs...
I still haven't gotten my DRFs either. Maybe if I'm finally not busy this weekend I'll swing by the shop for all of us...
I still haven't gotten my DRFs either. Maybe if I'm finally not busy this weekend I'll swing by the shop for all of us...
03-26-2008, 12:53 PM
#35
Licensed to Spell
Thread Starter
iTrader: (12)
Join Date: Feb 2001
Location: Murrieta (southern California)
Posts: 4,521
They mentioned that they may be able to modify it so that it has 3" ins/outs. It doesn't come that way though.
Last edited by ptatohed; 03-26-2008 at 04:21 PM.
03-26-2008, 12:55 PM
#36
Licensed to Spell
Thread Starter
iTrader: (12)
Join Date: Feb 2001
Location: Murrieta (southern California)
Posts: 4,521
Yeah, I did finally get them. Sorry, I've been busy (body work!) and haven't been to the .org too much. I sent them to The Wizard. He has the program to read them. James, can you post them? Joe, did you get your run files from Sarkis?
03-26-2008, 02:52 PM
#37
Your graph is weird. Starts at a little past 4000rpms and ends just beyond 6000 rpms. Nice untuned AFR. 
03-27-2008, 06:56 AM
#39
