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2000HP+ 5 Speed 2jz | Titan Motorsports X275 Copper Supra [TECH TALK]

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– When it comes to import drag cars they don't come much more recognisable than the Titan Motorsports Copper Supra This is a car that has set records right from day one

It's well know all around the world and TItan and Nero here from Titan Motorsports have continually rebuilt this car to make it more relevant to modern technology We're here with Nero to talk a little bit about the history of the car As well as to find out what's gone into the current iteration of the build So Nero let's actually start with the start and you guys have been into 2JZs and Supras right from the day they were released on the showroom floor Can you tell us what records this Copper Supra is best known for

– You know it's had worlds quickest Supra, world's fastest Supra, Pro Street Tyre champion, quickest IRS car at one point, quickest six speed factory Supra transmission car It's gone through a lot of variations over the years and kind of each time the goal is to obviously have a superior competitive platform – Now we've obviously seen the drag racing times move very very rapidly, particularly over the last few years, we've now got a number of 2JZ powered imports in the 5 second bracket And at this point, this particular car is still a 3/4 chassis car so it's got a bit more weight than some of these full tube frame cars You're not really aiming for that 5 second zone with the car but can you tell us what the car's competing in its current build

– I mean the car was rebuilt to be, fall in the X275 rules And so in the US here we have like a lot of different variations where we can run the car and a lot of times that boils down to chassis setup, and turbo size so if we put like the small turbo on like we had on this weekend, it's legal to the X275net rules If we wanna go to import versus domestic we can put the bigger turbo on, if we wanna come here like the TX2K, we're allowed to use the bigger turbo so we have a lot of flexibility with just changing a few little parts – Now that X275 class, one of the key parts to that is you're restricted to a 275 wide radial drag tyre so that's kind of seen as a levelling of the playing field

But you also mentioned the turbo size limitations What compressor wheel are you allowed in that X275 class? – You're allowed a 88 millimetre turbo The rules really start at almost 85 millimetre and they move up and there's weight additions as you go up in turbo size – So what sort of weight do you need to be when you're running that turbo? – Typically with the 88, 2800 pounds – Alright so I wanna go back a little bit again, because you've been in the 2JZ scene since day one and obviously now we're seeing a lot more competitors running the billet aluminium blocks

But can you tell us where you've seen the limitations of the cast iron block? – Well it's pretty funny because at first we ran a normal cast iron block We bored it out 20 or 40 over and ran it just like a normal street motor Then we obviously always had head stud limitations, head gasket issues, as I'm sure a lot of your fans have experienced as well as us And so we went to running a half inch head stud And that solved a lot of those problems and then you pushed the horsepower boundary to 1200 to 1400 and you start cracking cylinder liners

So when you started cracking cylinder liners, you had a drag car we started doing a half fill, running the water on the top half of the block and through the head – I'll just come back to that, so when you're saying a half fill there, just for those who aren't aware, you're talking about basically filling the bottom half of the water jacket there with a grout or essentially a concrete compound and it sort of improves the rigidity of the bore and helps stop that cracking – Yeah so running literally concrete on the bottom half Preferably obviously a concrete that's suited for motorsports and doing this kind of application I can tell you when we started doing it first, actually here at Texas 2K, we blew the head gasket in testing and we had to go to the Walmart parking lot and literally buy concrete, mix it up, pull the head off and slowly fill it and let it settle overnight before we put it all back together

– We needs must, you do what you have to do but when we say concrete, there are actually specific block filling compounds and the important part here is these block filling compounds actually replicate the thermal expansion rate of cast iron so you're not getting distortion as that block heats up Now just wanna come back to the head gasket sealing because in import drag racing as you've kind of just alluded to, this really is the limiting factor of how much boost and then how much power you can make As you raise the boost pressure, that combustion pressure tries to essentially lift the head off the block and it leaks out into the coolant passage Of course if it gets severe you end up torching the head in the block So you've just mentioned there you've gone to a half inch stud to help alleviate that, are we allowed to know a little bit about the head sealing technology in terms of what gasket you're running or is that sort of Titan Motorsport secrets? – So over the years we've run different combinations so the factory MLS gasket, we ended up having machined and we found that you have to machine it a very specific way where you don't build a lot of risers into that head gasket when you machine it

Otherwise the head basically lifts anyway, it sits up higher So we initially started doing that and then over the years we started o ringing a block and just still running the factory MLS gasket which was a great combination to run on a street car that's making 1500 to 1800, 2000 horsepower And then once we were starting to get to that area, that 2000 plus horsepower, the range we were again starting to hurt head gaskets quite often And we started running a copper gasket, the o ring in the block – So that's essentially the sort of top fuel top alcohol technology

An o ring with a receiver groove, is that what you're saying there? – Correct yes exactly – Alright so let's talk about the turbocharger, you've already said you're running an 88 millimetre turbocharger, although changing that depending on what you're actually, what competition you're running But again being that you've been here from the start, like this is something we've seen a lot of advances in the turbo technology How has that affected what you've been able to do and particularly at the pointy end, how has that helped competitors run into that 5 second bracket? – Well it's been a beautiful thing to be in the turbocharged game for the last 15 plus years Before you were limited with a lot of basically truck turbos that were modified, there wasn't a billet compressor wheels and so forth, there was just cut down rebalancing machined pieces that were nowhere near the efficiency of today I mean you couldn't even qualify with two of the turbos that are 2, 3 generations old on the car versus the one big turbo that you could run

But the engineering that all these manufacturers put in has been extraordinary They've picked up so much aerodynamics Some of that's obviously gonna suit different testing through different machining operations, different technology that's available to us now And continue to make the sport grow and continue to improve, even turbocharge power on OEM side I mean now you see, when we started, very few cars came with turbo, it was like a high performance thing only and now almost every car out there has turbochargers because it's more efficient, makes great torque, and those advancements with the OEMs allowing, almost always having turbochargers is that had a lot more RMD exposure for the manufacturers

– In terms of this particular car, what sort of boost levels are you running and what sort of power is it making? – Se we haven't exactly testing out the power, we think we're right around 2000 with an 88 millimetre maybe completely wicked up If, most of the time, X275 type trim, you're probably gonna be more like 1600, 1700 And again it just boils down to finding that package to make it very efficient because everybody's limited to the same thing Now with the 98 millimetre, we can be making 2500, 2600 It's got a lot more breathing room, it's a lot more efficient for that package

– In terms of that tyre though, the 275 radial, I'm assuming it's safe to say that you're basically traction limited down the track in terms of how much power you can actually put to the ground? – Yeah so like it's an interesting deal because the drag radial is extremely good In a lot of ways it works better than a slick But it's got a narrow window so if you put too much in it, it spins the tyre and it's much harder to recover and pedal the car to get it A to B Where a slick car you can kind of work your way through it and probably take a quicker run if you have an aborted run So setting up the car, the setups are completely different for an X275 tyre and also depends on where you're racing as its track rep's different So there's a lot of these radial specific events now where their track rep is killer because they're doing it specifically for radials versus for like a slick or a street tyre

– But ultimately with that X275 tyre, you're kind of walking a knife edge to kind of get the car to perform how it can without overpowering the track and ending up going into wheel spin – Yep exactly, exactly Or lifting the front nose up so high that you have to abort the run – We've seen that a lot here this weeked too OK I wanna just talk about the electronics package controlling that because this is again another area we've talked about turbo technology and the engine technology, the electronics is another area we've seen massive advances over the last couple of decades

So what are you running in this car and how is that beneficial to you? – So we run a FuelTech FT600 We've talked to FuelTech over the years and the guys there are hardcore drag racers The owner's a drag racer, all the partners are drag racers They really, that's their focus and so they built the product that originally was really just a Brazil based item for a lot of drag racers there that was user friendly for somebody who wasn't just a full time tuner, was just an enthusiast, a package that was easy to use and a lot of the controls, or almost all of them can be used through the interface, the screen interface that's included with the ECU So it kind of gives you 2 pieces in one box

It gives you a screen and it gives you a standalone computer – It is quite nice with that FuelTech, we haven't had the opportunity to use one but we've had one through our shop and that touch screen does give you the ability to make adjustments without needing to pull out a laptop And particularly if you're stuck in a staging lane for maybe an hour, the track can change quite dramatically so it means you don't have to go scrambling for the laptop to make those changes And are there any drag specific, obviously you've just mentioned they really are focused quite specifically on drag racing although it's not the only thing you can fit the ECU to but are there any of the sort of drag specific functions that you're making use of here that you think will really benefit the car? – You know so with the development we're then starting to put the FuelTech ECUs in the V8s Those guys have developed a lot of packages, lot of anti lag technology, cut strategies, timing cut strategies, even almost like a traction control type device

And then when we went to kind of a medium sized motor, smaller motor, some of those strategies had to be changed and we worked in conjunction with Anderson and the team at FuelTech to basically figure it out, make it work, make it efficient, make it consistent – Now you just mentioned traction control and I just wanna touch on that a little bit And again with the X275 tyre being on that tightrope there with traction, is this something you are using? Obviously you're launching on the front wheels in the air so a conventional wheel speed based traction control strategy will never work but we are seeing a lot of the cars use a profiler for driveshaft speed versus time, are you using anything like that? – Yeah we'll use various timing cuts depending on how we feel the track's gonna be We're still learning that package I know some of the cars, especially the radial, the bigger tyre cars which are way more susceptible to almost flipping over, some of them run a height sensor on the front of the car which when it starts to lift beyond a certain amount or a certain degree, starts to do again a timing cut strategy

So there's a lot of different configurations available I think it just boils down to what the team's used to and what works for them A lot of it also boils down to chassis setup If you don't really have a good chassis setup, and the thing often wants to try to flip itself over, obviously you're more concerned with that ride height sensor than you are with maybe doing it a different way – Now another aspect that I wanna touch on here that is unique here at TX2K in the 2JZ class is I think you're the only competitor running a clutch gearbox, you're running the air shifted Liberty 5 speed there

Now there's some advantages and disadvantages compared to the rest of the competitors running the likes of a Turbo 400 Particularly in setup with that slider style clutch, can you talk to us a little bit about that – So we've had Eric on our team for well over a decade and he's a clutch guy, that's his thing, he's a clutch chassis guy So it only was natural for us to take kind of our promod program that had a clutch, a slipper clutch with a Liberty into this platform, which is a new venture, nobody else was running a liberty to my knowledge But it gives us a lot more control, I mean obviously we have a more narrow window and these 2Js don't make the torque that a big V8 will

But so it gives us the ability to really control our power It also gives us the ability to change gear ratios a lot more if need be for different track conditions Where like with Turbo 400, Powerglide, whatever ratio you've got in there, you're kind of stuck with that for the day and also you don't have a lot of extra converters, you've gotta try to change a car to work versus changing the power application – Safe to say though with the slipper clutch and the Liberty you're really, your set up has to be on point if you wanna get a time out of the car? – Yeah I mean it doesn't matter what car it is, it has to be on point or you have to be able to run the car in a certain window that you've figured out, the car runs well in A lot of that boils down to really the power plan and the tyre and so forth

We also like it because it's more efficient So when you're in a class that's turbo restricted obviously you're trying to make the most amount of power to the rear wheels as possible and you are giving up something with a converter car – Yeah it's important to mention there that even with a tight converter, we've seen some data from teams here and at the deep end of the track they're still seeing slip between probably 3% and 4% if it's really good and it's not unheard of to see 6%, 7%, 8% or even more slipping and that's worse in the first half of the track so what that means is you're not actually transferring all of that torque to the rear wheels Another thing I'll just point out for those who aren't aware, that Liberty air shifter transmission, while it is a manual transmission, it is purpose built for drag racing So it's essentially able to select 2 gears at once on the upshift and then the lower gear drops out

The problem with that is that the driver can't really pedal the car, if he gets out, the gearbox tries to jump into neutral, is that the case there? – Yeah it will – The air shift though does tend to hold it in the gear a little bit better than the manually shifted Liberty? – It will try to hold it in the gear We used to, back in the day literally when we had a shifter, they would physically hold it in gear and it would be pushing against you trying to force itself out So yeah there's a little bit of trickery there I guess to try to be able to make a run that's an aborted run I mean quite often depending on how bad the run is, it may just drop it out in neutral and you're just kind of coasting

– Alright now given the current setup of the car, in the X275 class where you're running 8th mile restricted on the turbo, what sort of ET on the 8th are you expecting the car's capable of? – I think it's easily capable of going into the 30s – We're talking 430s here? – 430s, yep 430s, I know that to go to some of these big events like the one we're going to next weekend, Sweet 16, some of these big payout events, I think you're gonna have to run at least a few 4

30s to be consistent That all boils down to track rep At the last Lights Out race, 439 was the number 1 qualifier So I expect that to be much lower, a lot more people in the 4

30s this coming weekend – And here at a 1/4 mile event where you aren't restricted on turbo, are you still running that 275 radial, what sort of ET and mile an hour are you expecting the car's capable of? – I think here if we can make a good run, car's capable of going about 680 at 215 – Look Nero it's been great to get some insight into a car that I've definitely followed for my whole career We wish you all the best for eliminations here at TX2K and thanks for the chat

– Yeah thank you very much – 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

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