March '04 NEWS

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8-03-04 - 9pm - Not much news, not much news... I know, gotta hate me!

Truthfully, we've had issues with the turbo changeover. The first AVC-R going in really didn't do what we needed, so we've been working around the problem. Unfortunately what's involved is a little circuitry and electronics to help us with the problems, and it's taking some time to get it all together! I'm not really willing to go into the theory behind our "fix" quite yet, till it's functional and working, or failed. At that point sure, I'll tell you ALLLL about it. Just wish me luck that it's going to work! Haha...

In other news... we're in need of some (4 or 6) stock US spec Supra injectors (550cc). If you have any and are willing and able to sell them to us for a decent price, please let me know! If we can get them before the 10th April, then at least one of our cars (The Burninate MR2) will be running 11s in time for Drag Combat. :)

Speaking of Dragging, the time for this stage completion seems to be doing that a bit... I'm ready and amped to finish it off and get the sequential system finalised and tuned! Hopefully next weekend will be a big one.

Also, as soon as the car is finished, you can be damned sure we'll be out taking some footage for the next big video... expect to see the Supra AND the MR2 featuring in some videos soon!

No new pics... sorry!

Will keep you more updated as soon as we get off our slack asses (well, busy asses anyway!)

Jason

30-03-04 - 8:30pm - Wow I can't believe it's been nearly a month since I updated. Time flies.

I have some stuff to report... so here goes.

We've redesigned the Sequential System. Well, actually, we've revised and improved upon it. Now it's not simply a Sequential system. The idea has evolved into what we've called the SSCOSTT system.

This stands for... Sequential Semi Compounded Offset Sized Twin Turbo system. Ain't that a mouthful?

Now, we are not just replicating and improving on the stock sequential system, we are moving further 'out there' into the realms of a fully unique prototype system.

The idea, in short, is to use a form of compounded turbocharging (on the intake side) in order to help the spoolup of the turbos, and also to let the small turbo push more air and therefore power through the midrange.

Yes, it means more valves, yes, it also means more welding and more work... but YES, it means that the system will be more unique, perform better, fix the current problems we're facing (with the changeover of turbos), and more than likely also make the changeover much smoother than before.

Here's a little diagram to check out...

Please note that the TOP turbo is the big turbo (Garret GT3540), the lower turbo is the smaller GT2530. The control valve on the top right exhaust pipe is the HKS GT Wastegate, and the "Recirculation flow" does feed directly into the intake of the small turbo's compressor. Those two intake control valves can be opened and closed to switch the small turbo's airflow source between the big compressor outlet, and the Air filter itself. :)

Yes, I know... we're crazy.

Anyway... pluses over the old system, you ask?

Ok... running air from the big compressor through the small... Initially the small compressor will be sucking its air through the big compressor... till the big turbo starts to spool some. This will be basically the same as the small turbo works at the moment (ie from filter).

When the big turbo actually starts making positive pressure (between its compressor and the inlet of the small compressor), even if it is just slight, this increases the pressure at which the small turbo is sucking air from, meaning that compressor has to work LESS to get more airflow (as opposed to sucking from atmospheric pressure). The result? More air in, more air out, more boost, faster. As you can see (Hopefully) this will bring a big plus to the system in the midrange, till the big turbo has been brought up to speed.... this is where the intake control valves come into play.

In the top end, we don't want the big turbo to be trying to push ALL THAT intake air through the small compressor on the small turbo, it'll just create a bottleneck to the airflow and lower our total horsepower figure. Hence, at a certain point (as determined by boost/rpm) these valves will switch, enabling the small compressor to suck it's air from the air filter, and the large compressor to push its air straight through the One way valve and directly into the piping to the intercooler, allowing it to reach its potential maximum airflow.

Whew, that's a mouthful (goes with the SSCOSTT name huh!)

Anyway, the plan is to start working on this soon... gotta pull the system apart and make some modifications. ;)

Till next update,

Jason