Sol’s A80 Build… Part 6

We’re back today in a quest for more power; this shouldn’t come as a surprise to you guys who have been following this post from the jump. Sol has been driving around and getting familiar with the current setup on the Supra. Even though it feels much better, it still isn’t quite where he would like. The end goal for the build is to have 700whp; so far phase 1 – the complete rebuild of the car – has been achieved. It was now time to move forward with phase 2 of the build which starts with adding some camshafts and having the car retuned on some fuel to see how much performance can be gained.

Today I will be taking you through the start of this second phase. I have also included some extra footage along the way, I hope you guys enjoy.

For those of you who have missed the previous posts, I have provided the link below:-

Sol’s A80 Build…. Introduction

Sol’s A80 Build… Part 1

Sol’s A80 Build… Part 2

Sol’s A80 Build… Part 3

Sol’s A80 Build… Part 4

Sol’s A80 Build… Part 5

With that out the way let’s move forward with today’s update…

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First on the list of things to be done was to make a stop at the dyno….

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Wanting to utilise the tools at their disposal and to have an idea of the current power output, a visit to the dyno was necessary. And in the spirit of documenting this build, it would also be helpful to see the progression.

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A few engine bay shots that were taken shortly after we arrived…

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Showing off the Precision 6466 and Hypertune intake manifold…

Video footage of the pull that made 383whp with the current pump gas map on 14 psi…

 

As I mentioned in the intro, it was time for the next phase of the build…

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Here you can see work has begun; the valve cover lifted and the stock cams removed…

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Based on the set goal of a street car, Sol didn’t want to sacrifice the use of  VVT-i which narrowed his cam options to a select few. In the end a final decision was made to go with Titan Motorsport 272 / 9.9mm lift camshafts.

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This process was a tedious one especially when the time came to measure for the under bucket shims. On top of each valve is a shim that sits between it and the cam lobe. Adjustments to the valves are made by changing the thickness of the shim. Scott needed to measure the clearances for the valves on both intake and exhaust, to determine which valves were out of spec and remove the appropriate shims. However, the shims can’t be removed with the cams in place, which makes this process even more time consuming. After Scott removed the cams and the shims, a micrometer was used to measure the shim; he then referenced the measurement to the spec sheet in order to acquire the size needed.

Once the shims arrived, Scott installed them like normal remembering to reference exactly where each one was meant to go. Being as careful as he generally is, Scott then rechecked the clearances after the cams were installed to make sure everything was correct.

This change is necessary because of the increase in duration and lift of the cams that were chosen. When revving at high RPM it is very likely that the OEM shim will be pushed out of the bucket.

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BC Racing was the company Sol went with for their titanium retainers and spring kit to support the bump in lift and duration on the new camshafts…

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OEM 2JZ camshaft on the left and the new TMS camshaft on the right….

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A close up comparison between the two camshafts…

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A look at the work station…

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Valve cover and other misc parts that were removed for the installation…

 

I’ll leave you guys with a parting shot to close out this update…

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Thanks for taking a look and stay tuned for more to come on this build…

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