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Factory Block! Almost 2000HP, 7 Second Supra | PDM Programming Secrets [TECH TALK]

September 8, 2019


– With close to 2000 horsepower estimated
and a PV of a 7.46 at 189 mile an hour, Cody Philips’ JZA80 Supra is certainly one
to watch here at TX2K. We’re here with Cody to find out exactly
what makes this car so fast. Now Cody let’s start with the engine. The 2JZ is well known, it’s well known
for supporting huge amounts of power. But around that 2000 horsepower mark,
we’re starting to see a lot of drag racers now switch across to billet blocks. You’re still running a factory cast iron
block, is this a weak point for you, are you at the limit? – I think we’re probably at the limit. We’re probably approaching that. We only run the car at about 55, 58
pounds of boost which years ago was a lot but now people are approaching
70, 80 pounds of boost in this stuff. So I really think that’s probably the next
revision to do on the car. We’re still on a cast block, we’re still
on IRS. So those are kind of some of our limits
that we know are there right now. – I should have probably pointed out there,
that 7.46 a lot of our viewers are probably thinking well that doesn’t really correlate
with 2000 horsepower but the independent rear suspension is a really big factor
limiting you, you’re on a relatively small tire, we’ll get into that in a bit but just
coming back to that engine there. Obviously if you really exceed the power
limits of the cast iron block, you’re going to end up with a mess all
over the track and pistons and conrods out the side of the block. But even below the point where you’re
actually breaking it, do you see any downsides or power limits from the
block in terms of does the cast iron block tend to flex and do the bores go
out of shape more than a billet block or is that not really a factor? – Well I think that’s a factor. This car is really, the engine in it now is a
3.2, it’s a 90 mil stroke aluminium rod. Generally when we run the car, we run it
on the Pro Mod 85 which is what we ran our personal best on. We also have a Pro Mod 94 which we run
a Texas 2K but for world cup finals we fit in the street fighter class so we run,
I run a Pro Mod 85 on that. So really are we stretching that 2000
and really the limits of the cast iron block, at that point no I would say. But as we want to come out here and
sort of take all the weight out of the car that we have to run at street fighter,
and put the 94 on the car, we know we’re on the edge for sure
just based off of everybody else in the community and what they’ve been able
to do. Now you just mentioned that you’re
running a 3.2 litre stroker kit in what is conventionally a three litre engine. And that aluminium rod, can you just
give us a little bit of information about where you see the advantages of an alloy
rod in a drag application compared to a conventional steel rod? – Well I mean I think it’s fairly well
documented out there that at certain power levels you’re going to need the
aluminium rod that tends to take power better, it tends to be easier on the
bearings, we can also rev the engine a little bit higher that way and so we do
like to rev the engine about 10000 RPM. With the converters that we work with,
things seem to work really well there. So really running nitrous, running that
much boost and methanol, I just don’t think a steel rod would
ever live through that so it’s really our choice at that point. – Downside of course is the fatigue
life of the aluminium rods means that you need to replace them,
how frequently are you replacing them? – This engine right now only has about
30 hits on it now. I’d say we probably are going to change
over to something billet before the life of the rods are done and we’ll
probably scrap them at that point and start over. But in the past, probably 70,
maybe 100 hits at the most at lower power levels on the aluminium
rods and generally we’d take everything apart, it looks OK but we kind of just
scrap them and put a new set in there. – Better safe than sorry. – Better safe than sorry yeah,
talk about all that carnage you were mentioning earlier. – Alright talking about the rest of the
engine package, that bottom end is obviously there really to just support
the power and it’s the head and the turbocharger that’s really the key to
making the power. Can you tell us what’s done to the
cylinder head? – Cylinder head is CNC ported stage four
Titan head, shimless bucket, and we just switched to the GSC methanol
cams. So that’s an 11.4 mil lift cam, 294 duration
on the exhaust and I believe it’s about 278 or so on the intake. And really Greg at GSC has kind of
profiled that and tested that on some other cars in our class to really just
work best with the methanol to be able to leave that valve open a little longer
and get some exhaust gases to escape. So we’ve gone to that. We’ve traditionally ran a half inch head
stud in the 2J. Some guys do, some guys don’t. We’ve had good luck with running
that. So we still run a L19 half inch head stud
in this package. Really I think the key is just keeping
the cylinder head down and typically on the cast iron block sometimes you
can crack the block as you torque it or apply the power. This is a half filled block so it’s got a
little bit of coolant going through the block and the head. Probably not ideal, especially if you lift
the head you can damage the radiator system but we’ve typically stayed to that
half inch head stud and had some good result with it so that’s kind of
the top end package I guess you’d say. – Just to go back a little bit there and
unpack that, you just mentioned the term half filled block and just to
clarify for our viewers who aren’t quite aware of what that means,
can you let us know what you’ve done there. – So to help us strengthen that cast
iron block, we put a block hardener in there, concrete a lot of people call
it. And fill half of the water jacket in
there to help support the lower part of that cylinder and you’re torquing
everything down, you’re applying the boost and all that, it just helps average
it and add strength into it. – So just to help eliminate the flex in
the sleeves, in the liners that you’re likely to see at high boost. OK so now looking at the intake system
on the engine there, you’ve got a large plenum chamber and you’re obviously
going to need a lot of injectors to support the fuel flow you need on methanol. When we go to methanol fuel compared
to pump gas we need approximately 2.5 times more fuel flow to make the same
sort of power so what injectors have you got fitted there, what is the fuel
system? – The fuel system is a mechanical pump,
it’s a 13 gallon pump from Kinsler. We fitted it with 12 ID2000s. We run our base pressure way up there
so those injectors get pretty happy and flow pretty well up there. And then typical 1:1 regulator,
all the lines and stuff to go along with that but really a big pump and
let those injectors just do their thing on the methanol. – Now with two injectors per cylinder
there, that’s a lot of fuel at idle, are you staging those injectors to allow
the engine to start and idle happily? – Sure yeah we stage the injection based
off boost and we’re just running on six at idle. – With methanol fuel, a lot of drag
racers tend to get rid of the intercooler and really there are mixed views on
this. You’re running a water to air intercooler
so can you tell us why you’ve gone that way? – Well I just think that we’ve ran on
ethanol before when we specced the car and we’ve just recently changed to
methanol and we figure why not cool the air just a little bit more. Who knows how high that air temp
really is on the other side, we don’t have any data on that but I think any
time that you’re gonna compress the air that much, you’re gonna heat it
and if you can cool it a little bit before it gets to the methanol firing out to
all 12 of those injectors, I think there’s some benefit there to
cooling it a little bit more. – And it certainly does make sense and
the converse argument is that the amount of methanol fuel coupled with
its high latent heat of evaporation means that naturally that will be pulling
heat out of the air. Then there’s the other arguments about
the complexity of the intercooler system and the added weight. But certainly I don’t think there’s any
clear winner. We see equally fast drag cars on methanol
fuel running with and without intercoolers so in my opinion,
really comes down to a bit of a personal preference. Now getting all of that power to the
rear wheels is obviously the next challenge. Can you tell us what the transmission
set up in the car is? – So the transmission is M&M two speed
turbo 400. It’s got an internal dump valve in it,
we don’t run an external dump valve on this particular setup. It’s got a ProTorque torque converter. We’re testing some new stuff for
ProTorque on it this weekend, the new U9 system. So that’s pretty much the drive train
on it. Your typical Turbo 400 has three gears,
we run two gears. The ratio’s really tight so we don’t see
a lot of RPM drop on the gear shifts. So yeah it’s a bit atypical to run two
in the Turbo 400 but you see it a lot in the domestic world and it seems to be
working pretty well for us so far. – Yeah it seems the other competing
automatic transmission we often see in drag racing is the two speed Powerglide
so you’ve kind of built yourself a competing Turbo 400? – Yeah I think for us we had a Powerglide
car and we continued to hurt the Powerglide for whatever reason and we
reached out to M&M and talked to Mark Micke and really wanted a perfect
solution and it went right in the car with the casing and the fitment with
just using the two gears, didn’t have to change the driveshaft
length or anything like that so we thought yeah we’ll start with this,
price point’s a touch better and run a custom ratio and see where that gets
us so we can always go back and put a third gear in it and change a couple
of things. For now, we came from the Powerglide
and the two speed and this is just a more robust package and it fits right in the car
so it made sense. – Now this is another area that we see
a lot of competing opinions with the automatic transmission versus a proper
clutchless 5 speed drag racing gearbox, maybe a Liberty or a G-Force for example. And of course there are pros and cons
of each. The con for the automatic transmission of
course is that you’re always going to end up with some converter slip and with a
small capacity engine and a big turbo, getting it up on the two step on the
start line can be challenging. Of course the downside with a manual
gearbox is that you tend to have problems on the gearshift, unloading the tires and
getting the car to stay hooked up can be a problem. Can you talk about the techniques you’re
using to get the car to spool the turbo on the start line? – So when you run all this horsepower
in these big pro mods, you need a pretty tight converter so naturally on a 2J with
a small engine, you really need nitrous to bring it up so we have a single fogger
dry that we use and we spray that on the trans brake to bring it up to the two step
and just to give the engine torque is really what we need. And 300 or 400 RPM before the two
step will turn the nitrous off and we manage all that through the M1 and
we enrichen the nitrous offset with the 12 injectors so it’s a pretty
simple system. We also use the internal dump valve on
the M&M transmission. And that lets us kind of chill out that
torque converter, charge pressure, so that we don’t have to bring the
engine up against such a locked converter and the hydraulics of all
that. So the dump valve plays a role in
helping it bring it up. And of course nitrous is instant
torque so kind of turns the 2J into a bit of a big block for a moment and
tends to work really well. – In terms of how long it actually takes
to get up onto the two step when you come into stage, what sort of
time does that take? – Generally when we go full throttle
on the trans brake, you wanna be up on your two step in about a second
and a half. So that’s kind of what we aim for in our
data and Joe when he works the converter, that’s what he wants to see. – Now moving to the rear of the car,
you’ve already mentioned to us that it’s in an independent rear suspension car. Now how much is that a hindrance in
terms of your times at the drag strip? – Well it’s definitely a hindrance, we can’t
take advantage of the chassis like we could in a true four link setup and running
sort of Anti-Squat or anything like that. So it is tricky to get the car down the
track, it helps to come to 2K and world cup finals because the track prep
is so well that I don’t think the split on having IRS is quite as bad but it is a
disadvantage, it’s hard to really hook the car up. It’s hard to control the chassis, so you
mentioned the air to water intercooler, that’s a bit of weight up front and we
need that ’cause we have had issues in the past wheelying the cars, we start
hitting it harder and harder and we’re on that perfect prep and that 275 radial
works really really well. Plus we’re using nitrous when we leave
so it’s a lot of torque and it can be tough to manage. Really all we have there is shocks and
a sway bar and some basics. – Alright let’s just move into the electronics
package and you are a Motec dealer so no big surprise there, we see the
Motec brand right throughout the car. Let us know what you’ve fitted to the
car. – So it’s an M150, it’s a devel box that we
have firmware written from John Reed on. So we work with John on a variety of
packages with the Supra stuff as well as side by sides. So we use that for the ECU and we can
kind of, anything we dream up we can make that in the firmware so that’s been
great. We also have a C127 dash, we do a bit of
programming in that for engine protection and what not. PDM15 on this car and we also have two
keypads for it so we have one for the driver controls and then we have one in the
rear that we mainly use for the crew and for me as well but it’s just nice
that we have that back there, we can service the car and run all the vital
functions as far as fans and water pumps and intercooler pumps and things as we
go into the pits. – Let’s just go back and I want to unpack
a couple of those terms you used there for those who aren’t aware. So you’ve got that M150 ECU and you’ve
got the development package, or development license for that so what
that means because the M150 ECU is really a universal ECU and it can do
whatever you program it to do, that development license allows you
in conjunction with John Reed essentially to write your own firmware
to make that ECU do whatever you want it to do. So that’s once aspect there. And in terms of the functionality of the ECU
that you and John have developed for drag racing. Can you give us a couple of examples
maybe of what you’re doing there? – So some of the key things I think are
we use the CO2 boost control that’s built in so that’s in GPR and some of
the other packages but we find it very effective to basically target the
wastegate pressure and just hit that. The system’s very good at hitting
target for that. We also want to try and build that in
to our boost aim so as we just aim for a manifold pressure for intake pressure. Down the road just be able to say hey
we want 150 pounds and just hit that based off the wastegate feedback
and play EMAP and things into it as well. – So in terms there, instead of at the
moment targeting a specific boost pressure in the inlet manifold which is
obviously ultimately what we want to achieve, what you’re actually doing is
controlling the CO2 pressure reaching the wastegate. So the ECU’s able to do that incredibly
accurately within about a quarter of a psi I think you told me off camera,
and then as a result of that, there’s a indirect correlation between the
wastegate pressure or CO2 pressure in the top of the wastegate and ultimately
how much boost pressure you get in the inlet manifold and you’re working
towards developing that relationship so you can just target a boost pressure,
you’ll get a specific pressure in the wastegate and everything’s going to work
perfectly? – Correct yeah and I think the key about
the M1, especially with devel is it can do anything. We have a bump box type of system
built into the trans brake and we can also use that to creep into the lights
or we can do just a traditional bump. So we don’t need a separate box for
that, we don’t need a separate CO2 boost control system. We don’t need a separate nitrous
control system so a lot of times I think the stigma about Motec is the price point
and that. But when you compare it up against the
capability of those things, you don’t need all these other boxes and
you can do all the logging and all that, it becomes a simple choice in my opinion. – Also another aspect that’s quite commonly
used in drag racing is traction control. Can you tell us how you’re employing
traction control in the car? – Basically when you use front versus rear
wheel speed in the traditional sense, as you apply that to a torque converter car,
obviously when you let off the trans brake the RPM will skyrocket up and really the
front wheels are not moving at all. So the computer’s going to think that
it’s slipping so we basically can profile the driveshaft speed and have a traction
control strategy up against that. – So it’s essentially a passive style of
traction control? – Yeah. – Alright the other product that you talked
about there was the PDM15 which was a power distribution module so this is
replacing our traditional fuses and relays. Can you just tell a little bit about what
you’re doing with this and how it works. – Really it just runs all the electronics on
the car, it powers everything up. The good thing about a PDM is no fuses,
you don’t need to use switches, we use the keypads. We have some mechanical switches going
into it but no fuses, no relays, just solid state electronics, you don’t have
to rattle anything out when you’re going down the track. Easy to troubleshoot, there’s systems in
there that if something shorts, it’ll retry the circuit or if a fuel pump
fails you can turn on another one. You can get really really detailed with
the programming. I use a lot of counter features in the PDM
to turn boost control up and down or adjust launch RPM on the line. Or adjust the creep or the bump box in
the firmware. So it’s really not just only powering things
up but couple that with the keypad, just gives the driver a tonne of
functionality where he can make a change right before he goes down the track and
not have to pull out a laptop or something to make that change. – A lot smarter logic than you could
ever fit into a relay in a fuse. – For sure and it really comes down to
the programming of the system and that’s where the capability comes in. – I think another function that’s easy to
overlook is the ability to datalog all of the currents and loads on every channel
out of that power distribution module, so it makes it a lot easier as you’ve
sort of alluded to there, if something does go wrong you’ve got
all of that data to diagnose exactly why you’re seeing that problem. Look Cody it’s an amazing car and we’ve
seen there’s a lot of work gone into it. Looking forward to seeing how you
go this weekend, thanks for that chat. – OK thank you, good to meet you. – If you liked that video,
make sure you give it a thumbs up and if you’re not already a subscriber,
make sure you’re subscribed. We release a new video every week. And if you like free stuff,
we’ve got a great deal for you. Click the link in the description to claim
your free spot to our next live lesson.

27 Comments

  • Reply Emanuel Sacriste May 6, 2019 at 9:58 pm

    Wow, I'm amazed by the technology

  • Reply flyonbyya May 6, 2019 at 10:15 pm

    In response to the guests answer to the traction question posed, and his answer detailing that lifted front tires at launch as a reference speed obviously wouldnโ€™t work, and instead, they utilize a programmed driveshaft speed curve.
    Iโ€™m surprised that a traction control system hasnโ€™t been developed that sources the super accurate speed measurement data a VBox system can provide.

  • Reply YZFoFittie May 6, 2019 at 10:40 pm

    Must have had a YUUUGE tail cone on that Power Glide to not need to shorten the drive shaft for a th400!

  • Reply BoostHit May 6, 2019 at 10:43 pm

    Absolute weapon of a car!

  • Reply High Performance Academy May 6, 2019 at 11:02 pm

    Gain 30 horsepowers and 50 brainpowers with your own HPA branded nipple covers. We've added extra material so that they look just like a regular t-shirt – http://bit.ly/MerchHPA – Taz ๐Ÿ‘จ๐Ÿป

  • Reply V3N0M May 6, 2019 at 11:11 pm

    Asking all the right questions! Amazing!

  • Reply DahkaShades May 6, 2019 at 11:42 pm

    I love the details in the description as well๐Ÿค“

  • Reply BigBeansM3 May 7, 2019 at 12:10 am

    M150 + development license and some options = $10K ECU

  • Reply iPROFITDON May 7, 2019 at 12:15 am

    Man I remember seeing Cody's WOTM car years ago smashing on Busas lmao

  • Reply You Tube May 7, 2019 at 12:36 am

    I remember back in the late 90's and early 2000's a 20 psi supra was like WTF …. Those were the kings of the street and they were on complete STOCK motors just removed the twins for a single large T66 …
    Today … shit, 85 psi or more is like the norm for these drag cars …

  • Reply Digital Dreamer May 7, 2019 at 1:30 am

    Quality content ๐Ÿ‘๐Ÿผ

  • Reply BigChief May 7, 2019 at 2:29 am

    Awesome interview Andre!

  • Reply Ron Bown May 7, 2019 at 3:13 am

    Right at 3 minutes and 30 seconds I heard him say he's running methanol with nitrous oxide.

  • Reply 755hp May 7, 2019 at 3:37 am

    Wow….and here I thought my 2JZGTE swapped Mk3 Supra was insane at 31psi!

    55-58psi in this Mk4?!?! ๐Ÿ˜ฒ

  • Reply ShredCulture May 7, 2019 at 5:17 am

    love these videos. awesome to see real world examples after going through the courses.

  • Reply Wilbur M May 7, 2019 at 10:20 am

    This channel is so underrated.

  • Reply Steven Ross-watt May 7, 2019 at 9:07 pm

    Need intel on torque convertor dump valves pls. Great interview as always!

  • Reply I speak The truth May 7, 2019 at 9:43 pm

    Only took 100 grand to accomplish this task . And the mustang in the next lane with the 5.3 stock lower end twin turbo with only 20 grand into the car will hang with you

  • Reply Lance Edwards May 7, 2019 at 10:04 pm

    He looks like the dude that runs TheQuartering channel

  • Reply astonmarjo May 8, 2019 at 12:13 am

    I enjoy how this guy makes all of the heavy hitters with powerful cars give up the Secret Sauce! Way to go brother.. ๐Ÿ‘๐Ÿ‘๐Ÿ‘๐Ÿ‘

  • Reply BjornFSE May 8, 2019 at 5:07 am

    Nice

  • Reply billy mandalas May 9, 2019 at 2:32 am

    How much weight is added by half filling or filling the block entirely?

  • Reply Caribbean GTR May 9, 2019 at 9:44 am

    Love the Tech and information of this video. Great work HPA. The people who spend money to develop these cars have a love for this because none of this is cheap or free.

  • Reply 2jz king May 11, 2019 at 10:48 am

    bore pressure is at the top not the bottom.the jz is symnised.i have never herd so much shit in all my life.there are 2150 hp 2jz going through maccas these days,cylnder pressure at the bottom fuck me how funny

  • Reply Semaj sober May 13, 2019 at 10:42 pm

    Simon gives em hell about that air-to-water on meth! XD

  • Reply Phil Gillespie May 19, 2019 at 5:07 pm

    Dart has mentioned possibly building billet 2jz blocks and billet heads.

  • Reply Flat Strap May 22, 2019 at 11:52 am

    Awsum interview

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