HOME page is based on chronological order dating back to Early 2000's. Scrolling down will go thru the years of my endeavor’s into the OEM turbo's. Some of the below are just brief description and time tables on certain mods I have done over the years.
At the very bottom are technical specifications and pictures on CT12 OEM turbo's plus 2JZ Head flow charts.
June 2016- Nice video compliation done by Justus Steckman highlighting my car and the phenominol run my QS did over Memorial Weekend 2016. 10.51@133mph.
I am about ready to roll out my new 1998 QS HT. It has been about 9 months since I purchase it. It has been a full frame-off restoration. It left the factory in 1998 as a Auto-NA, because Toyota never made ANY HTs other than NA-Auto. Mine has be converted to a true authentic Twin Turbo car. Not one feature has been overlooked. (as there are MANY differences with a NA/TT).
It will have electric folding mirrors, heated seats, back up camera, navigation rear view mirror with compass and temp. I also installed a fair amount of sound deadoning. New fuel system hose routings. Everyting converted from fuel tank to engine in SS hardlines.
Pictures to follow, or go to the build thread: 1998 QS Buld Thread
Collage of Picture HERE..
I am experimenting (for fun) making the new OEM tubular manifold in a 3D modeler machine. It is a new piece of machinery for a Boeing project where they needed a "test". So a buddy of mine is making the manifold for free. I cannot grasp making a SS metal manifold this way. Can't wait!
Finally buttoned all of the tuning and now am 100% flex fuel. Completed the full 4D fuel mapping thanks ALL to Ernie for all his tuning skills. His is a Maestro. Did pretty good HP wise with a extremely safe tune. I say safe, because I was 92 octane, but at E17. I would guess local pumps to be about E10, so I was a bit above the pumps for this time of year. like that at 2500rpms I have more WTQ that a stock Supra. Although I need to get to 4200rpms to match the stock Supra HP. Now to someday figure away to eliminate that transition dip.
This makes a big difference doing this as the process for boring out for larger wheels leaves a "ledge". The airflow hits this "wall" and gets thrown back. Buy smoothing and tapering the machine cut edge allows for a quicker spooling.
Got around to do more dyno work to fine tune. Still need to tune between 31-36psi as we didnt know we had a 3-bar MAP sensor (Reads only to 31.2psi) Plus we need to do one more final on 92octane now that the knock tables are working. Hoping for the ability to run 22psi with 92 octane.
Then are map will be full flex and change based on percent of ethenol.
Our goal is 700whp by end of August ( See the Dyno Graph)
Texas 2012 Meet Dyno-New Record 623 whp 31psi on E90.
Specs Page updated after Summer re-build to E85 and ViPec Engine Management
New developments on the operational designs of the GT28's. We will revamp the EBV actuator to allow for higher "pre-transition" boost. The stock actuator is not able to handle the increased boost that these turbo's develop, Our goal is to have about 1Bar actuators (14.7psi). This will allow the boost to rise to 14.7psi during the pre-spool area between 3200-3800rpms. This can replace the need for an electric or manual boost controller.
We have also noticed that with these larger turbo's, the transition point needs to be changed. I have designed a new circuit that will allow users to lower or raise the RPM level at which the transition starts to operate. We are thinking this to be in the area of 4200 to 4500 rpms. This will allow the 2nd bank to raise its boost output equal to the 1st bank output (now at 14.7psi) So instead of 3800 rpms and seeing a significant boost drop, moving to 4400 rpms should eliminate the boost drop. More seamless.
Here are a multitude of boost by RPM data I collected in the last month. Most all were under 5000rpms since all I was logging was the transition. I tested 1) Stock EBV system, 2) Manual Boost controller in the EBV system, 3) My new electronic boost controller in the EBV system. My results were a modified EBV actuator operating in stock fashion, produced the least boost drop. Although I was only testing a 12 psi actuator, and not a 14.7psi actuator.
Numerical graphing of a dyno sessions
(See Mods page for more specifications on the GT28 turbo kits)