SP Engineering fuel system, including dual OEM/Denso and HKS/Denso fuel pumps, 1000 cc fuel injectors, a VeilSide billet high-flow fuel rail, TRD fuel pressure regulator and related high performance fuel system components An HKS twins set-up kit with dual manifolds, downpipes, racing wastegates, twin Garrett 3071 DBB turbochargers and custom 100 mm SP Engineering intakes A VeilSide intake manifold, including 100 mm throttle body, surgetank, billet fuel rail and lower intake manifold A ported and polished cylinder head, complete with a Ferrea valve train (stock size valves), including locks, locaters, keepers and titanium retainers and HKS 264-degree camshafts, both intake and exhaust 040 overbore, JE pistons (with Total Seal rings) and a lightened, balanced and micro-polished OEM crankshaft A built shortblock with Crower billet steel connecting rods, forged. Going into the testing, the critical elements of the engine’s set-up were as follows: Since re-tuning the engine management system (EMS) would be required as a result of these changes, it was decided to conduct testing of various combinations of cams so as to provide some clarity to the ongoing discussions on SupraForums as to whether parallel or reverse stagger cam combinations work best for a given engine set-up. Owned by Ju-Hon Chan and built by SP Engineering of the City of Industry, California, the vehicle had already under gone significant upgrades to the engine, turbos, suspension, wheels and tires and engine management prior to its latest round of improvements.Ĭhan decided to swap in twin Garrett DBB 3071 turbochargers in place of the previous HKS DBB GT2835Rs and install bigger cams. Sleek, black and stock-bodied except for the carbon fiber TRD hood, it represents all that we know and love about the JZA80. Those of you familiar with our testing of 4-inch big bore exhausts for the MKIV Supra Turbo will recognize this car. What are the differences, if any, in spool-up and power production when the parallel HKS 264/264 and 272/272 cam combinations are compared? Whether or not a parallel cam set-up is inferior, or superior, to a reverse stagger cam set-up in terms of turbo spool-up, mid-range power and ultimate power production of a given engine/turbo/drive train set-up Whether or not a reverse stagger cam set-up enhances turbo spool-up, mid-range power and the ultimate power potential of the head from the Toyota 2JZ-GTE engine I also realize that Turbo choice plays a large part in this, but let's focus MORE on Cams and RPM/Powerband and NOT Turbo choices. I am now wondering if I made the right decision. I, myself, chose to go with Tomei ProCams 10.25mm Lift/270 Duration because I saw that choice as a logical STEP-UP from basic Bolt-In 'Type-B' camshafts.and NO other reason. Theoretically, a Turbo'd Motor likes Duration much more than it likes big lift, but take for instance, the 'Mines' way of tuning (Big Lift/Shorter Duration) and explain their exception to the 'rule of thumb'. I am having a difficult time wrapping my mind around the 'Powerband' of each, as both Lift and Duration affect low speed/high speed (RPM) performance. What are the Advantages/Disadvantages/Pros/Cons of running: I was wondering if some of you might shed some light on this for me and share some of your experiences with your camshaft choices in your RB26 builds and WHY you made those choices.
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