Tuesday, December 24, 2013

4.7L 2UZFE-TT V8 Supra Swap

Mods are:

4.7L iron block 2uzfe V8
TTC Performance motor mounts
TTC Performance billet water pump pulley cover
TTC Performance 214, 214 camshafts
Ferrea 36mm intake, 30mm exhaust valves
TTC Performance single wind valve springs
Pauter 2uzfe rods
Ross pistons
Total seal rings
ARP head/main studs
Cometic head gaskets
TTC Performance intake manifold
Q45 throttle body
extensive exhaust porting
TTC Performance oil filter relocation
TTC Performance fuel rail kit
750cc Lucas high impedance injectors
Twin Zirgo 14" fans
custom 2.5" core radiator
custom raditor tubing
TTC Performance 3" catch can
TTC Performance 2" radiator overflow can
TTC Performance billet triple pump hanger
Earls Prolite 350 lines
Earls 85 micron filters
Dual OEM TT fuel pumps
Aeromotive FPR
Link G3 Plus EMS
NZEFI plug n' play harness


Sp400 stage 2
Lexus SC400 bellhousing
Pro Torque 3400 stall converter
B&M ratchet shifter full height
one piece driveshaft w/ billet do-nut
OEM 3.76:1 auto LSD
Lokar remote dipstick
Stock 2uzfe flexplate/reinforced
12" cooler/ 12" Zirgo fan

Suspension wheels, brakes

TRD big assed sway bar fr/ stock swaybar rear
Tein CS coilovers
R2 bushings
Work Equip 18x11fr, 18x13 rear, -7 offset
BFG KD 295-35-18fr. BFG DR 345-35-18 rear
Rotora 14" big brake kit, front and rear
Goodriche black brake lines
ABS delete
Motul 600 fluid

Turbo Kit

.125" thick stainless manifolds, midpipes, Y pipe, and downpipe.
Flexible stainless exhaust
Downpipe section mateed to Supra catback exhaust
Twin Bullseye S256 turbos
Twin stainless filters
Twin Tial 38mm wastegates
Apexi GT exhaust
350z intercooler
2.5" pipes
JGPTC twin Bov's

Body/ interior

Bomex Type II front
Blitz sides
350z fender flares
quilted stainless hood liner
shaved wing holes
shaved antenna
shaved third wiper
Katzkin medium red interior w/ black inserts, every interior panel
Sparco Milanos
body colored dash panels
Relocated turnsignals
LED taillights
Hella Louds ass horns
Pivot Gekko oil temp, tachometer, oil pressure, engine temp, and boost gauge built into dash
Cyberdyne fuel level, speedo, and fuel pressure gauge in overhead body painted pod
relocated A/C controls, window switches, and ignition
Push button start


Eclipse AVN 5495
Eclipse SC8635 components
Eclipse 7200 subs
Eclipse X1000 amps
Eclipse X4000 amp
Integrated Ipod
Integrated Sirious tuner

Thursday, September 5, 2013

Custom Toyota Hilux

There are always plenty of interesting engine swaps to see at Mooneyes events, but this slammed Toyota Hilux truck was sporting a pretty unusual motor…

… an F20C from a Honda S2000. This was, of course, quite the crowd puller as people recognized the red head cover from a distance. The high-revving four-cylinder was fitted along with the S2000′s short-throw six-speed transmission.

Despite that sporty heart this was very much a show-oriented build with the must-have chassis-on-the-ground look…

… thanks to a very intricate custom air suspension set-up front and back.

Anyone with a keen eye will instantly spot the S2000′s digital dash that was transferred over along with the rest of the hardware. Everything you see and touch is custom, from the red on black upholstery to all the audio bits & pieces.

Raw Footage: Carl Thompson 4 Rotor Nitrous Turbo - Lexus GS300

Monday, September 2, 2013

Bentley Continental GT Sanguis by Mansory W12

5.998 cc / 672 PS / 575 ft/lb (780 Nm) @ 1.700 / twin turbo / AWD / 0 - 62 mph (100 km/h): 4,5 s / Vmax: 200 mph (322 km/h)

KA VS SR Battle - Round 1 The Dyno

Text by Michael Ferrara | Photos by Richard Fong 
Excerpted from DSPORT Magazine # 131

After years of preparation, the DSPORT KA vs SR challenge has finally begun. DSPORT’s DynoJet chassis dyno served as the battleground for the first melee. The rules were simple: deliver the maximum effort on the dyno with 91-octane pump gas. After maxing out on 91-octane, runs could be made with the assistance of a water/methanol injection system. Boost could be set as high as it could safely be run for the gasoline quality. With the same turbo, same compression ratios, same engine management and same tuner on both engines, we were eager to see which engine would reign supreme.

Both vehicles started with a full tank of 91-octane from the same gas station. The goal was to tune each of the vehicles to make the most power possible with a safe engine calibration. To be “safe” the tune would need to be free of knock while maintaining an air-fuel ratio that wouldn’t result in a meltdown. Koji Arai of Auto Talent has probably tuned more vehicles on the A’PEX Integration Power FC than anyone else in the country. Hence, it made perfect sense to have him tune the vehicles on DSPORT’s DynoJet eddy current chassis dyno.

Both engines were built to have the same compression ratio and both engines are running the same turbocharger and wastegate combination. The KA24 engine has been bored to 90mm and uses the factory 96mm crankshaft. This delivers a final displacement of 2,443.2cc. The “SR23” has been sleeved and bored to 90mm, while the stroke has been increased to 91mm. Our SR23 delivers a final displacement of 2,316cc. As such, the KA24 has a 5.5-percent advantage in displacement. That advantage should be in line with a similar torque output advantage.
When we flow tested both the KA and SR cylinder heads, both heads had very comparable intake flows. However, the exhaust flow of the ported KA cylinder head versus the ported SR cylinder head showed flow numbers that were 10-to-15 percent higher at mid to high lifts. To the SR’s advantage, the S15 cylinder head incorporates Nissan’s Valve Timing Control (VTC). This system essentially advances the intake camshaft a fixed 20 degrees until a higher RPM point dictated by the ECU retards the intake camshaft back to its zero location. A crossover point of 6,700 RPM seemed to work best on the SR in its current configuration.
The Garrett GTX 3076R turbocharger was able to reach peak boost at 4,350 RPM on the built KA24 engine with 91-octane pump gas. The maximum average boost pressure was right at 23 psi (1.6 bar). Peak torque came in around 5,000 RPM and stayed flat until 5,500 RPM. Peak power was delivered from 6,600 to 6,900 RPM. While a spike of 502 horsepower was measured at the wheels, the graph showed a consistent 490 wheel horsepower figure. That equates to 575 horsepower at the flywheel or 3.7 times the original output. The turbocharged KA24 is now producing just over 235 horsepower per liter on 91-octane pump gas. That is an extremely impressive feat by any standard.

With the Devil’s Own water/meth system, we chose the largest 630cc/min nozzle and set up the system to deliver full flow by 23.5psi of boost pressure. The system was also dialed in to start injection at 21 psi.
With the assistance of the water/meth injection, boost would exceed the pump gas curve starting from 4,100 RPM. So an additional 250 RPM of response was realized. The maximum average boost pressure was pushed up to 26 psi (1.8 bar). From 4,600 RPM through 6,400 RPM, the KA24DET was able to deliver over 450 lb-ft of torque. Peak torque came in at 5,100 RPM. Peak power came in at 6,300 RPM. Peak horsepower checked in at 554 ponies on a much smoother curve. This was a legit gain of over 60 wheel horsepower. The new peak power equates to 650 horsepower at the flywheel or 4.2 times the original output. The turbocharged KA24 is now producing just over 265 horsepower per liter on 91-octane pump gas with the assistance of the water/meth injection. Again, that is extremely impressive by any measure.
With our stroked and poked SR23, the Garrett GTX 3076R turbocharger was able to reach peak boost at 4,600 on 91-octane pump gas. The maximum average boost pressure was right at 22 psi (1.5 bar). Peak torque came in around 5,000 RPM and stayed flat until 6,200 RPM. Peak power was delivered at 7,400 RPM, just before the rev limit which we set at 7,500 RPM. That equates to just over 600 horsepower at the flywheel or 2.4 times the original output. Our SR23 is now producing just over 260 horsepower per liter on 91-octane pump gas. Hence, the SR23 is an exceptionally efficient platform.

With the Snow Performance Stage-III water/meth system, we chose the largest 625cc/min nozzle. Richard mistakenly set up the system to deliver full flow by 27psi of boost pressure. A better selection would be to have the flow at full strength by 23psi. The system was also dialed in to start injection at 15 psi. Unfortunately, these settings put the SR23 at a bit of a disadvantage.

With the assistance of the water/meth injection, boost would exceed the pump gas curve starting from 4,200 RPM. So an additional 400 RPM of response was realized. The maximum average boost pressure was pushed up to 26 psi (1.8 bar), but boost began to slowly drop off starting from 6,000 RPM. From 4,750 RPM through 6,100 RPM, the SR23 was able to deliver over 450 lb-ft of torque. Peak torque came in at 5,100 RPM. Peak power came in at 6,300 RPM. Peak horsepower checked in at 533 ponies on a much smoother curve. This was a gain of just 20 peak wheel horsepower, while midrange gains were nearly 55 horsepower. Chances are that different setting on the water/meth system might have allowed for larger power gains. The new peak power equates to 625 horsepower at the flywheel or 2.5 times the original output. The SR23 is now producing roughly 270 horsepower per liter on 91-octane pump gas with the assistance of the water/meth injection. However, this figure may increase to the 280 horsepower-per-liter range with the water/meth system reconfigured.

Grand Prix Of Baltimore Photos @ Baltimore Inner Harbor 08-31-2013

tkrmotorsports1's 2013-08-31 Grand Prix Of Baltimore album on Photobucket

Thursday, August 22, 2013

Wrapping Jr's S14 (BRtv Episode 1)

On this episode of Braggenrites.com TV we get to know Yusmays "Jr" Arguelles, the owner of this 1995 Nissan 240SX (S14). Jr is a South Florida drifter working on sharpening his slide skills with the aspirations of someday going pro. Despite already having a pretty sweet setup on his S14, Jr has done a righthand drive conversion to his car, and on this episode we document the moment when he picked up his biggest sponsorship to date, a full vinyl wrap. See as the guys from Printer's Cove (PrintersCove.com) turn his car from pretty sweet to complete eye catcher. Damaso Diaz (owner of PrintersCove.com) was looking to promote his business more, when he cam across Jr and his righthand drive S14 where Jr worked. A conversation move to a meeting of the minds, and what you see here was what came out of that. Check out Braggenrites.com for more on this story. Enjoy.

Tuesday, June 25, 2013

More Torque Than A Veyron: A Diesel Chevy Rod

Words By Paddy McGrath

 ’31 Chevy powered by a compound charged Dodge Cummins diesel engine.

If ever an engine was perfectly suited to a ground-up build, I think this would be it. It perfectly matches the character of the car in that it is wild, but also really well considered. Whilst not a hot rod build in the traditional sense, it epitomises the spirit of the sub-culture. That is, putting a huge engine into a small car.

With the roof chop, the seats have been recessed into the floor so grown adults can still fit inside. The seats themselves are handed crafted as are the under seat sliders and hinges for folding them forward…

Allowing the Chevy the ability to cruise at 150km/h in sixth gear at just 800rpm is the 5.9L straight six Cummins B 12-valve turbo diesel engine.

A compound charged system has been implemented to minimise turbo lag, with a Holset HX55 feeding into the smaller HX35. This, along with a rebuilt fuel pump allows the Cummins to make around 500hp at the wheels, along with 1500Nm of torque at 5.0 bar of boost (1106lb/ft at 72.5 PSI).

Being diesel, huge pressure figures are the norm but trying to wrap your head around a fuel system running up to 200 bar (3000PSI) is just mind boggling. These engines were intended for powering school buses and eighteen wheelers, so I’m sure you can imagine the level of performance. Emanuel says it goes like ‘a runway train on nitrous’. I’m not one to doubt him.

Emanuel Sandén’s 1931 Chevrolet Cummins Hot Rod

Cummins i6 twin turbo with Holset HX35 and HX55 at 5.0 bar

T56 six speed manual, Chevy 10 bolt rear axle with 3.08 gears

Front end runs Ford leaf-spring set-up, rear is custom air ride, Mopar brake system

Slotmags with Firestone cheater slicks, 10 spoke Rocket wheels

All Custom

All Custom

Monster Energy: Vaughn Gittin Jr.'s Fire Drift

Saturday, June 1, 2013

The Dodge Charger Daytona From Fast & Furious 6

Words By Sean Haggai, Photography by Sean Haggai

 Of course slowing all that whoa called for some serious stopping power. A set of Brembo 6-pstion front calipers with 14-inch rotors were mounted up front as well as a unique Brembo caliper and rotor setup for the rear. Out back, McCarthey’s team designed an ingenious plan, which included the use of two, opposing calipers clamping the rear rotor. One caliper would serve as the driver’s primary braking source while the other caliper would clamp on the rotor for stunts via a drift-brake handled mounted in the car.

We Drove These LS3’S Hard. Lots Of Jumps And Stunts, Lots Of High-Rpm And We Never Had An Engine Failure With The Six Months Of ...Vehicle Effects also installed a variety of chassis components, including a Riley Motorsports front K-Member, which not only helps add structural rigidity but facilitates a unique engine swap. Vehcile Effects even added solid motor mounts to tie the K-Member and engine together – stay tuned on that one.

To handle bounce, Vehicle Effects outfitted each corner of the Chargers with a set of AFCO, single-adjustable coilovers while 4-link setup is connected to a Detroit locker-stuffed, Ford 9-inch rearend. Speedway Engineering was called into duty as well; helping to control sway with a cache of swaybars front and rear. Of course, Vehicle Effects laid this out seven times over. Doing the math, that’s a total 28 shocks and 14 swaybars.

Remove the hood and a very unfamiliar, non-Mopar engine was stuffed between the framerails. No, your eyes are not playing tricks with you. If you’re familiar with late-model powerplants, you’ll recognize the composite intake manifold, individual coilpacks, fuel rails and center-mounted throttle body as an LS engine. Not just any LS would do, though, of course.

Vehicle Effects stuffed seven, 420hp LS3 crate engines; complete with everything you’d need from Chevrolet Performance into each Charger. Each LS3 was backed by a fully-built, Turbo 400 3-speed automatic transmission with a manual valvebody.

No expense was spared on these slushboxes either. Each TH400 received a Continental converter and even billet input shafts for repeated abuse on set. Only one Charger would get a slick-shifting 5-speed manual, which we had the chance to feature here. Custom exhaust cutouts allow burly orchestra compliments of a toned and tuned Magnaflow exhaust system. Those exhausts exit beautifully on each side, below the belt line and before each rear tire.

While we were on subject, McCarthy threw down some truth our way, “We drove these LS3’s hard. Lots of jumps and stunts, lots of high-rpm and we never had an engine failure with the six months of filming these cars were put through.” If that’s not a testament to the strength of these late-model mills, we’re not sure what else you’d need. Reliable would be a complete understatement.

Post filming, only three and a half Chargers have survived their on screen debut. Currently, Vehilce Effects is fast at work compiling ammunition for the next movie. Stay tuned, we’ll be sure to keep you up to date with what’s next for the Fast 7 Furious series.