The turbo Camry was once again strapped on the dyno. With a street tuned 14 PSI on the T66, it layed down an average of 320 WHP and 315 ft-lbs. Air/fuel ratio was in the high 10's which was leaned out later in the dyno session.
After increasing the boost to 16 PSI and tuning with the AEM, the Camry puts down 391.7 WHP and 374.6 ft-lbs.
There were no ignition problems or timing problems, no heat or cooling problems. There was however, a little boost creep after 6500RPM and boost climbed up to 17 PSI. It was decided though that the car should rest after 13 dyno pulls and that was the day.
With the automatic transmission and unlocked torque converter, there was a sigificant amount of driveline loss. Usually there is about 20-22% driveline loss, and this equates to roughly 480-490 flywheel HP. It is time to take caution when the engine is producing 160+ HP/L with 10.5:1 static compression ratio and running on pump gas. A water injection system will be installed shortly.
- T66 P-trim 0.69 A/R Turbine
Boost set at 16 PSI
- Precision Intercooler
- 3.0" Turbo Down-pipe
- 2.5" Turbo Up-pipe
- 3.0" Exhaust and Cat
- TurboSmart Pro-Gate
-TurboSmart E-Boost
- AEM EMS
- JP Exhaust Headers
- Custom Intake Manifold
- Import Performance Transmission and High Stall Converter
- SP 720cc/min injectors (Fuel Pressure at 50 psi)
- HKS DLI Ignition
- DRP Forged Pistons (10.5:1 CR)
- Pauter Forged Connecting Rods
- Canadian Cylinder Head Port Work
- Timing at torque peak @ 18 deg BTDC
- Timing at 6500RPM @ 24 deg BTDC
- Maximum Injector Duty @ 57%
- Air/Fuel Ratio @ 11.8:1 at peak boost
- 7 Heat Range NGK IX Iridium Plugs
Additional Notes:
With the high stall torque converter, the transmission does not transmit power to the wheels unless the RPM is at or above stall. The power curve on the dyno sheet does not reflect actual turbo spool time and powerband. In order to find the turbo spool RPM and powerband, the torque converter has to be fully locked.
