Trackspeed Stage 2 VVT shortblock, EFR6758, E85, 452whp/427wtq@26psi. I'm scared.
 

I'm scared of this one :party:

Motor:

• Trackspeed "Stage 2" shortblock
  • 83.5mm Supertech 8.6:1 piston w/ thermal coating
  • Manley H-beam rods
  • ACL Race bearings
  • ARP head/main studs
  • Boundary Stage 2 oil pump
• OEM untouched BP6D head
• OEM valves
• OEM solid lifters
• Supertech heavy double valvesprings
• OEM BP6D cams
• OEM EUDM Squaretop manifold

Turbo:

• Trackspeed Turbo Kit w/ BW EFR6758 0.64a/r
• Precision 350hp intercooler
• prototype Trackspeed IC pipes
• Enthuza 3" exhaust

EMS/Fuel/Ignition:

• MSLabs MS3 Basic w/ CAN Wideband
• Innovate LC-2
• Injector Dynamics ID1000 (96%DC max, lol)
• Walbro 455lph E85 fuel pump
• Rewired fuel pump (dedicated relay)
• OEM BP6D fuel rail, OEM returnless forward of FPR
• Fuelab 535 FPR (60psi w/ 1:1 boost reference)
• Fuelab 818 filter (6ppm Fiberglass media)
• E85 (80% actual content)
• prototype Trackspeed GM D585 coils

452whp, 427wtq. 292kpa peak at 4130rpm, bleeding off to ~278kpa by 4500 and staying around there (-/- 3kpa) to redline. 26psi of boost. Peak timing of 19.5deg at 6600rpm. Same exact mechanical setup that did 297/272 a couple of weeks ago on gas with the exception of the fuel pump (swapped DW300 for Walbro 455-E85). After steady-state tuning and taking an educated guess at fueling, it made ~330whp at 220kpa at the old timing numbers, then ~360whp at the same boost level with ~20deg of timing. From there, I just kept adding boost. Timing is conservative, I am a couple degrees back from MBT everywhere.

The lower lines are what I will drive it at, 415whp/386wtq and ~84% peak duty cycle. Peak of 265kpa, holding ~258kpa all the way through. ~23psi of boost. At that power level it wants to turn the tires in 4th gear at 90mph on dry pavement.

That's it. My goal was 400whp, anything beyond that was gravy. With a usable, safe (lol) 415whp and an Internet Hero-Pull(TM) map at 450whp+, I couldn't be happier. There's nothing further planned for the powerplant in this car.

Excuse me while I update my life insurance policy.

Attachment 229655

muwahhahahahahahaha

it seriously feels insane doesn't it? like "hold on let me make sure the road is empty and straight while I dip into the throttle in 6th or I might change lanes" insane

....mommy....

It burps and pops all the way through 3rd gear up to 80mph with the Racelogic. A soft 4th gear roll and it wants to spin the tires at 90mph. It's unusable :rofl:

It's so fast that it can't even be captured on film!


(Also: What trans?)

So nuts!

Keeping a spare 6-speed in the trunk?

Stock 6-speed reinforced with thoughts and prayers.

This is amazeballs.

What clutch are you running?

Very impressive results, I bet that is a riot to drive!

The pressure plate is an off-the-shelf ACT 1.8L XT. The disc is a custom piece with an organic/feramic friction surface (full-face organic on one side, pucked feramic on the other). The dual-friction setup is supposed to add ~20% or so to the standard ACT setup. At 23psi I am right at the theoretical limits of the clutch, at 26psi I'm past them. I have a new proto piece rated in the 450wtq range on the shelf that will go in soon.

:sigh: :(

If you can refrain from taking it to the track, a Quaife gearset will likely keep you off the guardrail and/or reduce the chance of a stunting ticket. While my car isn't quite as nutso as yours, it hooks up completely in 2nd. Alternatively, this might create the impetus for you to finish development of that T5 kit. Either way, very, very noice.

Ohhhhhmyyyy. 3-4 grand looks like a freaking riot.

Nice :likecat:

I'm scared too, that thing is gonna whip my arse.

I think whats most impressive is the spoolup of the turbo. It actually hits early enough in the rpms to make a insane amount of torque where the BP really likes it. Well done.

Congrats dude.

I think the Kmiata BMW trans swap will make infinitely more sense. They reliably hold 800+hp and have been used with not horrible results above 4 figure power numbers :eek3:

Yes, except that the gearing isn't much better than the stock 6-speed. The nice thing about the Quaife gears is that they're tall enough to enable you to put ludicrous amounts of power to the ground. The KMiata swap will require changing out the final drive (probably with a Getrag diff) to something lower than even the oft-anticipated 3.3 r&p.

The Quaife gears are beefy and will put up with tons of abuse (I autocrossed for years with my first set, with numerous smoky burnouts aimed at impressing the hoi polloi). It was only once I started tracking that they failed. My theory is that the 5-speed case can't handle the heat, starts expanding and the gears no longer mesh properly. A chipped tooth will inevitably result.

I'm considering the KMiata swap, but am reluctant to discard my really cool (and bulletproof) Guru billet differential. Besides, I retired my '93 from track duties and now have an MSM to fill that role.

The BMW 6sp swap is on the shortlist for trans options. The shorter 1-2 ratios are annoying but not a huge issue in a car that will spin 1st and 2nd anyway. I would only consider it if I can use an OEM rear diff, since I don't want to hassle with aftermarket parts or solid/poly mounts back there if I don't need to. For now, I am just being nice to the 6-speed - no more hard shifts, trying to limit WOT use in 3rd and 4th. It pulls hilariously hard in 5th anyway :)