I've got 3 of those "modified exhaust" tickets under my belt. The sad thing is the cops are clueless. I've keep a copy of the law now in my glove box.

 

I'm not sure if it is clueless cops or Santa Barbara. I remember reading not too long ago about a car event in Santa Barbara where the cops started pulling over cars as the owner were leaving the event for the same type of bull.

 

tuning is the key to everything u may have the best setup in the owrld but if you stuff aint tuned right it dont mean jack $hit! lol

i had fun with my old supra ... it been decommision for 2 years now but ive been getting the bug to resurrect it...

here's a pic of the turbo i had on it.. it's a TO4E ball bearing turbo...

had fun boosting this baby at 16-18psi

 

I'm one of those folks that just shys away from "snitching"... I know that it wouldn't be the same as that but call it my English Boarding school upbringing- it just stops me from telling tales My wife really wanted me to take it further... I actually had someone on this board who did take it "further" and hopefully that made somewhat of a difference...

 

S Car Go called and said my pistons are finished. They were shipped today and we should see them Monday or Tuesday. I'll post some pics as soon as we recieve them.

In addition we recieved the intake valves and the exhaust valves should arrive by May 18th. Looks like all the parts will be sent to HPC (High Performance Coatings) by the 20th.

July 1 appears to be a realistic date for motor completion.

 

It didn't take Murphy long to arrive. We are going to have all the parts by May 20th. I called HPC and informed them to expect pistons, heads, bearings, valves, springs, hot side turbo and headers by 5-22-05. I inquired as to when they would be finished with their work? I was told four to five weeks.

It now looks like we will start to assemble the motor around July 1st and completion sometime before August 1st.

 

Below is a description of the coatings we are having applied by HPC. The piston and valve tops, combustion chambers and exhaust ports will be treated with TBC. The piston skirts, valve stems, bearings and springs will be treated with SDF SO6. The headers and hot side turbos will be treated with the HPS S-Series HiPerCoat Extreme.

HPC offers two coatings for pistons and valves that can be used together or separately. HPC's thermal barrier coating (TBC) is applied to the combustion face of the piston and a wettable solid dry film (SDF) applied to the skirt.

Probably no part of an engine undergoes greater thermal shock than pistons and valves. Yet this has no effect on the bonding properties of HPC's TBC which has the same coefficient of expansion as aluminum. Particulates are bonded with an inorganic binder which is unaffected by petroleum products. With a bond strength of 10,000 psi, this coating's non-porous ceramic matrix improves flame travel and combustion efficiency as well as reduces oil temperature and prevents carbon buildup. HPC's TBC process also prevents excessive heat from reaching the piston rings reducing radial tension loss due to the ring overheating. Thermal barrier coating is applied to the combustion face of the valve prevents overheating of the exhaust valve and heat transfer from the intake valve to incoming cool air and fuel, thus providing a denser air/fuel charge.

HPC S06 is a solid dry film lubricant that is applied to the skirts of the piston to reduce friction and prevent scuffing. This wettable matrix coating is a Molybdenum Disulfide based coating rather than PTFE. Moly is a higher pressure lubricant and does not "cold flow" under pressures exceeding 150,000 psi. Moly also attracts oil, keeping an adequate film on the part unlike PTFE which sheds oil. HPC S06 reduces piston to cylinder wall friction by over 10-times!

HPC S-Series' lubricants are suspended in a thermosetting polymer binder which hardens during curing providing a permanent lubricant unlike break-in Moly, graphite, and other sprays or lubes. Unlike other 2000° coatings, HiPerCoat Extreme is a true thermal barrier and is even FAA (Federal Aviation Administration) certified.

Benefits
On-track testing has shown as much as a 35% reduction in under hood ambient temperature and more than 50% reduction in component skin temperature. HPC's HiPerCoat Extreme process achieves this by creating a thermal barrier which retains the heat within the exhaust system. In turbocharged applications this coating helps increase turbo boost and spool-up. Independent testing of a turbocharged 4-cylinder engine has shown a 5% increase in horsepower when HiPerCoat Extreme was used on the exhaust manifold, turbo and downpipe.

Today's leading IRL, CART, NASCAR, IMSA, and F-1 teams use HPC's HiPerCoat Extreme process with winning success, where it easily withstands temperatures reaching 2,500° F.

The above work should be good for an additional 30-40 hp. The engine and engine compartment should run much cooler.

 

Possibly the most advanced 996tt pistons period. As one tuner put it ........... this motor is going to be brutal.




Designed for 1500 hp ........... and they are light due to type aluminum used.

All edges are radius'ed.

 

THe wrist pins and lock are a "little" trick.

Note the pockets for the "mild" cams.

Note the depth of the first ring.


Should be receiving the pistons, valves, heads and springs back from HPC's Utah plant in about two weeks.......... More pics then. The turbo's and headers are being done at HPC's Oklahoma City's plant. Won't see these parts until around mid June.

 

When will the car be done? Frankly these parts pictures all look the same after awhile (at least to me), you are one patient man.

 

Hey Rave ............. who knows! If the stock ECU is capable, then late July. If we have to go to Motec ........... then late August. What's a month or two at this point?

 

Good luck, we are all dying to this monster on the road and kicking ***.

 

As a comparison.
Woosner on left, stock 996tt right.

GT3

cjv/s car go

 

Your one looks ultra=low compression?

 

sharkster,

The pistons have a 9.2-1 compression ratio. If you closely inspect the center of the piston you will see it ramps /crowns upward from the center's edges. We didn't want to sacrifice streetability and throttle response.

These pistons are the product of 3-1/2 months of work. They are intended to maintain quick response throughout the rpm range. They are designed to work with a 996tt case, GT3 crank, GT3 heads, valves and a high lift cam.

The case is very similar to the case most of us are using. Exception being it is a Spanish casted case that has been boatailed and machined for the three index GT1 oil pump. The GT3 crank has wider journals and in this motor it is lightened and the journals radius is smaller to accomodate a much higher redline. Using the GT3 crank and turbo pistons presents another challenge as the GT3 rods are longer. We made rods that utilized the turbo rod lenght and wrist pin width and the GT3 rod width with a smaller radius. The piston rings, wrist pins and locks were all made to spec. The piston design was not only dictated by the rod lenght, but is was also complicated by the higher lift cam.

To make matters worst, the piston material could not be the same aluminum 99+% of the 996tt/GT3 pistons use. The motor's designed maximum 2 bar boost coupled with nitrous will make for some extreme heat. The heads, head studs, pistons and valves have all been designed to accomodate this heat.

Oh, almost forgot ......... the steel liners are up to the task of coping with the heat generated by the compression, boost and nitrous combination.