This is the track tune we have worked on, to get the broadest band of useable power and torque for the track that we could.

 

Looking good. What is your Race/High boost like? How does this compare with the 530bb's?

 

Here is the Dynapak tune on the JWT 530 BB turbos done by Jim Wolf and Clark Steppler when the car was first converted to TT.




Here is the tune on the JWT 700 BB turbos done by Jim Wolf and Clark Steppler when the car was upgraded to the bigger units.



I asked Mike to dial down the peak power tune and flatten out the curve for the race track, to get the balance of the best consistent power with the lowest boost, over 500 hp and torque to the rear wheels, but not WAY over.

Note and compare on the JWT tunes the band from 4400rpm and 5400rpm, where you "live" at the track. Major difference. Same dyno machine, same tuners. The Dynojet is a good comparison to have as between machines, but please note, it is NOT the same tune, it is a different final tune to show what we have achieved as the tune we are going to run. Note the band from 4400 running now up to 6000rpm. Huge and consistent power. Lots of room to play with for choosing which gears you want to be in for a corner entry and exit depending on what comes next. That will help to optimize the number of gear changes through the selection choice, and the fewer gear changes you have to make, the more time you pick up as well. I don't care how good you are, if you change gears you are off power, and that counts. Save two upshifts and two downshifts a lap....it adds up to real time.

What I was looking for was something where it was possible to have minimization of lag, the ability to hook up the traction, and the durability and reliability to just push it hard hard hard without breaking it. Now, at some point, being a machine we know that things will break. That is what machines under stress do. But a robust build and a careful tune, matched up to the planned demands for the equipment, should provide a pretty rugged machine that will go like heck. The stresses are not inconsiderable when one considers the weight of this vehicle. It is all a matter of personal preference and judgment at this extreme level, but the advantages to be gained by going for another 25hp relative to the adverse impacts in other areas was not to my judgment necessary or advisable. Driving skill is way more important, as are considerations associated with suspension and braking, and of course wheels and tires at the top of that list.

I put 5,000 miles on the car last year, more than 2,000 of them on the track, with the tune up above. The new tune will deliver a considerable new level of useable power across the rpm range.

The grunt is very noticeable in acceleration above 80mph, the pull continues harder in the upper rpms, and at very high speed acceleration, over 130mph, it really stands out in comparison to the 530s. Just more air and fuel in there to go "bang". Lag is not a major issue at all. These are modified Garrett T-28's, so not in absolute terms all that big anyway. But a good match for a track application for this car.

 

Here are most of the other mods.

Engine / Drive Train Modifications:
JWT Twin Turbo – Intercooled, ball bearing Garrett T-28 (JWT 700) Turbos-590 rwhp and 640 rw/torque
TechnoSquare customized ECU program
HKS Stainless dual exhaust system with Titanium tips
ATS lightweight flywheel & three disc carbon clutch
Nismo limited slip differential, Redline fluid
Rogue short shifter with Nismo GT ****
JWT oil pan spacer (1 quart)
Setrab oil cooler (3 quarts)
Amsoil preoiler and BMK-13 bypass filter system (3 quarts)
Amsoil 0-30W synthetic oil & Amsoil oil filter
Koyo high capacity aluminum radiator, Nismo 1.3 bar radiator cap, Redline Water Wetter, silicone hoses
NGK PLFR6A -11 spark plugs (one step colder)
CP 8.5 to 1 compression pistons, JWT S-2 racing cams, Pauter rods
Thermal barrier coatings
Nismo power steering cooler
Motordyne iso thermal plenum spacer
Odyssey light weight battery


Instruments & Gauges:
Apexi 60mm electronic Boost Gauge
Apexi 60mm electronic Exhaust Gas Temp Gauge
Apexi 60mm electronic Fuel Pressure Gauge
AEM 52mm electronic Air/Fuel Gauge
Greddy 60mm electronic Oil Pressure Gauge
Greddy 60mm electronic Water Temp Gauge
Automotive Entertainment custom molded gauge panels
Valentine 1 – radar/laser detector hard wired with remote readout

Handling Modifications:
Stillen front and rear adjustable sway bars
VRT (Scott Bush) front strut tower bar
Stillen rear strut tower bar
Stance coilovers
Unitech Racing camber adjustable front upper control arms, 3.0 degrees negative
Stillen rear camber links
AP Racing 14.25” big brake kit, rear racing hats, braided stainless brake lines
Motul RBF 600 brake fluid
Enkei NT03+M track wheels – Nitto NT-01 275/35/18 front & 315/30/18 rear tires
Enkei 19” forged street wheels – Nitto 555 245/35/19 front & 275/35/19 rear tires

Custom welded six point tubular steel roll bar, harness bar with quick release pins
Sparco Milano seats with four point pull down racing harnesses, shoulder pads
VIS vented carbon fiber hood
APR adjustable rear wing
Custom VRT front splitter and underbody diffuser

 

Damn, very impressive, and all of that power just on a Technosquare ECU tune. I wonder what you would be like on a Fcon or Utec.

Nice lineup of parts, I bet that car is a blast to drive, especially killing all of those higher priced supercars. What do you run in the 1/4?

 

Split Second Box....

Technosquare is just to raise the revs.

M

 

I have not driven the car in the 1/4 so I have no idea what it would do. It has always been about road course driving on the mods, so the set up is not at all optimized for that. More about lap times at different circuits, and of course what that leads to is the ultimate weakness in the set up..........the driver!

Before the aero mods we put on her and using the smaller turbos we were running 2:05 CW #13 at Buttonwillow, 1:45 at Laguna Seca, 1:56 at Sears Point and 1:26 at Streets of Willow, and 1:56 at Cal Speedway with the Roval. Nothing spectacular, but journeyman respectable. Since then I have gone to another racing school for a few days and really pushed it hard on the learning curve, and done the new aero and turbo mods, so I am very hopeful that we can drop some significant time from these performances in this upcoming season. If you put a "real" driver in the pilot seat, it would not surprise me to see a drop of five seconds on the bigger and faster tracks. Perhaps (blush) even more!

 

Too modest Ed...

You are an incredible driver.

M

 

As they say, "there are old pilots, and there are bold pilots, but there are no old and bold pilots".

We ran 1:46-1:47 at Laguna Seca on the new set up, in traffic, but we never really got to push once we were getting acclimated to the car because we got "meatballed" for sound over 92db. I am pretty confident that both you and I have between 2 and 3 more seconds in the car if we just get a chance to let her "rip".

It is quite difficult to come into a turn you are used to taking at 80mph....at 83mph....when you prior experience has the lateral g force pushing you to half a tire width off the edge at 80 mph! But with aero you have to do that, force yourself to dive in faster.........and..........by golly it works and you still have all your parts attached to each other in the right spots. It takes some time to get used to that. Certainly more than five or ten laps.

But the difference in Turn 3 and ESPECIALLY Turn 4 was amazing. In Turn 4 I went into it on the last session easily 5mph faster...and on track out still had four feet of track to work with...HUGE gains.

It is gonna be NICE.

 

^^^ sounds like it..nice

 

We will see at Button Willow this next weekend my Friend.

M