Akash's 762whp 6466 2.0L
Dec 18, 2012, 11:50 AM
#1
Akash's 762whp 6466 2.0L
Akash is no stranger to ER. His car has been through numerous evolutions and on the dyno multiple times. Last year it was running his steel rod 2.0L with S2s and a 3586-
This year he decided to step it up a little more and shoot for over 750. So while most of the mods stayed intact there were definitely a few changes. We had a few things to check and figure out initially to make sure the car was ready to make more power but that went quickly. Compression after all the abuse was still 150psi across the board so in went a set of GSC S3s.
The other thing that has changed is a completely new ETS turbo kit using a V band housing 6466. This makes a back to back comparison to the 3586 impossible since that was a standard 0.82 T3 housing. I do have a car to compare it to though that we did a 3586 TiAl 0.82 V band, but more on that comparison later.
Mods-
MP Built 2.0
MP ported head
GSC S3 cams
Kiggly valvesprings
Magnus V5 intake manifold
ETS PTE 6466 turbo kit with 0.82 Vband housing
ETS FMIC and piping
HKS Ti exhaust
FIC 1450s
Full Blown Double pumper
Omnipower 4 bar
English tuned Stock ECU SD
Initially the pump/meth tune needed to get finalised-
This was up around 22whp at 5 less psi so I felt it was time to move to the racegas tune and make the car hate life. Initially the HKS exhaust was left hooked up and I tuned it up to 36psi to get a feel for what the car was going to make. It had done 647 at that boost level before so I knew what the goal was.
Akash wanted to see how restrictive the exhaust was, so I pulled the car off the dyno, dropped the test pipe and reloaded the car. I had some traction issues as the tires had gotten a little wet and were cold now since I hadnt just made 15 pulls prior. It spun a little but hooked and made 724-728 pretty consistent before the tire temps were back and I decided to go for it. As you can imagine a car with an open downpipe in the middle of working shop wasnt winning me employee of the month votes.
2 pulls later I decided I was done-
Here is the comparison between pump/meth and the Q16 pulls-
So I had mentioned I dont feel that the comparison is fair between Akash's 3586 and the 6466. The reason is the V band housing really does appear to be extremely cool for single scroll applications. Instead of being a diesel based T3 it is a motorsports engineered/derived purpose casting.
The 3586 V band car we tested made the same power (out of fuel) at the equivalent of 38.5psi to the 41psi this car ran. I say equivalent since it was a 2.4 version of this build that we did in house vs this one that was built elsewhere initially. Since I cant attest to the headwork on Akash's car nor the compression I can only assume what it is and not compare it to directly to Keith's 2.4 3586 car.
The video for the 6466 should be up in the next few days
Aaron
This year he decided to step it up a little more and shoot for over 750. So while most of the mods stayed intact there were definitely a few changes. We had a few things to check and figure out initially to make sure the car was ready to make more power but that went quickly. Compression after all the abuse was still 150psi across the board so in went a set of GSC S3s.
The other thing that has changed is a completely new ETS turbo kit using a V band housing 6466. This makes a back to back comparison to the 3586 impossible since that was a standard 0.82 T3 housing. I do have a car to compare it to though that we did a 3586 TiAl 0.82 V band, but more on that comparison later.
Mods-
MP Built 2.0
MP ported head
GSC S3 cams
Kiggly valvesprings
Magnus V5 intake manifold
ETS PTE 6466 turbo kit with 0.82 Vband housing
ETS FMIC and piping
HKS Ti exhaust
FIC 1450s
Full Blown Double pumper
Omnipower 4 bar
English tuned Stock ECU SD
Initially the pump/meth tune needed to get finalised-
This was up around 22whp at 5 less psi so I felt it was time to move to the racegas tune and make the car hate life. Initially the HKS exhaust was left hooked up and I tuned it up to 36psi to get a feel for what the car was going to make. It had done 647 at that boost level before so I knew what the goal was.
Akash wanted to see how restrictive the exhaust was, so I pulled the car off the dyno, dropped the test pipe and reloaded the car. I had some traction issues as the tires had gotten a little wet and were cold now since I hadnt just made 15 pulls prior. It spun a little but hooked and made 724-728 pretty consistent before the tire temps were back and I decided to go for it. As you can imagine a car with an open downpipe in the middle of working shop wasnt winning me employee of the month votes.
2 pulls later I decided I was done-
Here is the comparison between pump/meth and the Q16 pulls-
So I had mentioned I dont feel that the comparison is fair between Akash's 3586 and the 6466. The reason is the V band housing really does appear to be extremely cool for single scroll applications. Instead of being a diesel based T3 it is a motorsports engineered/derived purpose casting.
The 3586 V band car we tested made the same power (out of fuel) at the equivalent of 38.5psi to the 41psi this car ran. I say equivalent since it was a 2.4 version of this build that we did in house vs this one that was built elsewhere initially. Since I cant attest to the headwork on Akash's car nor the compression I can only assume what it is and not compare it to directly to Keith's 2.4 3586 car.
The video for the 6466 should be up in the next few days
Aaron
Last edited by JohnBradley; Dec 18, 2012 at 11:55 AM.
Dec 18, 2012, 01:54 PM
#6
Well it only really picked up 17whp with the resonated testpipe off but the boost came up at the same time. Backpressure is still always the enemy so even if open downpipe didnt make any power difference, less backpressure is still better for the motor.
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Dec 18, 2012, 05:43 PM
#9
From what I was told on several occasion was that the TiAL and PTE vband housings are identical to the ballistic 35R turbine housing. If the 35R was on a non Garrett housing then you would are gains for sure.
Dec 18, 2012, 05:55 PM
#10
I can think of one 2.4 Evo 8 with S3s that spools slightly faster than my car and makes 20whp more and the main difference between his 3586 and mine was the Tial 0.82 vs my standard T3 Garrett 0.82.
An VIII with big cams beating a MIVEC car with the real difference being the turbine housing seems to point in favor of the turbine housing. I am not sure if there is really a difference or I am hallucinating BUT the V band stuff doesnt seem to be the same. I know in the large frame (42R) it is definitely different.
Last edited by JohnBradley; Dec 18, 2012 at 05:58 PM.
Dec 18, 2012, 06:24 PM
#12
Right about where I was lifting. Since we didnt build the bottom end I didnt want to rev it over 8600rpm. While I normally would smash the rev limiter, I tuned it with the meth on (just an AEM kit) which is a bad deal on a rev limiter. The one pull where I did smash the rev limiter you can see it hadnt dropped off (the 711) and made peak power at 8300. The dynojet always lags a few hundred rpm on the top it seems so I have to rev higher than I want it to read.
