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10.5@130mph FP 68HTA 16G

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Static compression can very due to cams.

Compression I have seen off my head.

145-160 stock 7.8 6 bolt
155-165 Stock 8.5
160-170 9:1 built motors

My 10:1 was around 180-190 and my 11:1 is around 210.
 
LucasEnglish said:
Static compression can very due to cams.

Compression I have seen off my head.

145-160 stock 7.8 6 bolt
155-165 Stock 8.5
160-170 9:1 built motors

My 10:1 was around 180-190 and my 11:1 is around 210.
Click to expand...

Hmm, yea my compression tests are pretty low due to my Kelfords.
But thanks for the response. Id love to try some 11:1 pistons on my build but I know that wont happen.
 
Anything "special" done to the braking system to hold that kind of boost? Pads, discs, vac mods etc?

Congrats on the new personal best! I'm running nearly identical times with my 2900lb car, 3.8 v6 and a 68mm turbo at 30psi! :ohdamn: You defiantly got that tune down pat!
 
I have a Vacuum pump that runs when the break pedal is down. Pulls about 22in.
 
LucasEnglish said:
I have a Vacuum pump that runs when the break pedal is down. Pulls about 22in.
Click to expand...

Is it an aftermarket pump? Which one is it? I've got a friend with an auto that can't seem to hold over 5psi or so on his 50mm. I'd like to tell him about your success.
 
Is there a factory one I did no know about?

We bought this one off of Ebay for around a $100
 
LucasEnglish said:
Is there a factory one I did no know about?

We bought this one off of Ebay for around a $100
Click to expand...

Thanks...

There is no a mitsu OEM unit I know of. Although doesn't the cruise control use an electric vac pump? Anyway, alot of other makes and models of cars came with them from the factory. As opposed to buying an expensive aftermarket unit.

I was just wondering what unit you used and had good success with.

I've heard some large cam chevy guys having great success with this unit. But then again they weren't using it for the same application. Even a few guys running 2 of them inline. Can't beat it for $15 ea.! (they were using an inverter and rectifier to run it at 120v AC.)

Burden Sales Surplus Center Item Detail
 
That car really is the best bang for the buck. It's got to be a record for the cheapest 10 sec car. The amount spent on this car is a lot more impressive than airflow #'s IMO. :) can't wait to see what the slicks do this march. Also, looking forward to the dyno day on the 20th sounds like a lot of people are going. This is Shane btw (red 1g, dingy white wheels)
 
LucasEnglish said:
All I have ever really seen from cranked up 16g is way more TQ in the under 5k area.

I just tuned a stock motor, FP2, E85,supporting mods 1g yesterday on a a EVOIII and I was able to get 402whp and 434TQ with a 33psi spike tapering to 23psi by 7k.
Click to expand...


That is some crazy TQ numbers from a 2L! I'd love to hear of a street car with that turbo rather than an all out racecar(no offense) just for some 'real life' applications. But, great numbers from the track, keep up the good work!

On my 2.3 I'm getting it up to 28-29lbs of boost at 3700rpm and it drops to 22lbs at 6k. Power wise(dyno dynamics modified/corrected to DJ) I'm getting 407awhp and 424tq. And the TQ is coming on under 4k and dropping off after 5k, the HP is above 400 from 5k-5800rpm. All on a 2g with a 6bolt.
 
azonic said:
That is some crazy TQ numbers from a 2L! I'd love to hear of a street car with that turbo rather than an all out racecar(no offense) just for some 'real life' applications. But, great numbers from the track, keep up the good work!

On my 2.3 I'm getting it up to 28-29lbs of boost at 3700rpm and it drops to 22lbs at 6k. Power wise(dyno dynamics modified/corrected to DJ) I'm getting 407awhp and 424tq. And the TQ is coming on under 4k and dropping off after 5k, the HP is above 400 from 5k-5800rpm. All on a 2g with a 6bolt.
Click to expand...

What were the uncrorrected #'s?
 
lowell said:
What were the uncrorrected #'s?
Click to expand...

347awhp/361awtq In town they have a Dyno Dynamics where I normally get tuned and a Dynojet just a lil further down the road. The numbers have proved fairly consistent in their correction to compare the two.
 
The car was the same weight now as it was when it ran the 10.6-10.7.

I would say there is no way to compere the 68HTA to the EVOIII on this car at the moment.

I find on the right oct fuel the smaller motor makes more power on a given turbo then a bigger motor.

From what I know of the HTA stuff it really only shines maxed out to maxed out. So a EVOIII on pump at 20psi and the HTA might be the same. But when you have them on E85/Meth or race gas cranked past 25psi the HTA is going to win.
 
Of course. The compressor flows more :) I'd like to see what a smaller displacememnt motor does with this, since a smaller stock displacement motor has more of a "fight" with backpressure to keep the total flow up. Some pay more to make a setup "street"able (high CR, stroked crank) than what most consider what a street build should cost.

. . . excellent results BTW!!!! You guys are are doing amazing things with a "slushbox"!!! Hopefully others can see how great an automatic DSM can be. This is proof for the automatic's lagitimacy that can't be denied.
 
Last edited:
Lucas, do you have any remarks wrt the boost threshold of the hta86 w/ 2.3 vs. evo16g w/ 2.0? I'm curious to know at what rpm you hit 10psi in a low rpm, high gear pull.
 
Well since the Auto stalls there is really no way to compare it to a 5spd. Plus I dont like to put the old trans in those high TQ situations. Since I dont want to pull the transmission yet. The only gear I can lock it in low any way is 1st and 2nd. Drive will just kick down.
 
this made my day after i bought an auto i was kinda sad thought i was settleing for less but seeing your automatic run a 10 proved that wrong
 
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