We recently had the chance to get Joe's car back on the dyno, and the results were quite impressive. There isn't much info on the SC6262 (billet wheel) out there, so i thought we'd share. I really like what I'm seeing with this unit!

83mm Benson Sleeved GSR
9.0:1 CP Pistons, Eagle rods
GSR head, Blox B cams
Ramhorn manifold, Precision SC6262S .82a/r, 3" dp and exhaust
68mm TB, AEBS IM
550whp/324tq @ 19psi - 92 octane pump gas

 

Good stuff james , that new turbo seems to be a step in the right direction. What is the fuel setup on this build?

 

serious gains between 5000 and 5500 rpm's lol. nice almost flat torque curve after 5500.

 

very nice, looks like it is spooling hard but the powerband leaves much to be desired for a drag application though, what are the Blox B's comparable to?

Was that a 5th gear pull?

 

Looks like a blast to drive!

 

wow

 

nice job!

 

Very nice, great power on pump... glad you posted the logd pressure as well vs rpm. cant wait for my retune with the 6265sp.

BTW is yours a ball bearing or a non ball bearing (thrust bearing) unit?

 

Precision 1000's, Walbro255HP with upgraded wiring.

A flat torque curve that doesn't die off leaves much to be desired? Had the run been at a solid 19psi the whole run torque in the midrange would've been ~350tq. Blox B's are like Skunk2 Stage2's.

Yes, 5th gear. We have the smaller pods, and maxed the pods out in 4th gear so we had to switch to 5th gear. Then we run into the speed limiter on the dyno, so 9140rpm is the highest we could rev it to. We are actually revving this motor to 9600rpm, so it would've actually made more if we could've run it higher on the dyno.

This is a non ball bearing unit.

 

Lol, now thats funny!

 

The torque curve is very nice I was refering to the HP, everytime you shift you drop back down to 400hp and then have to climb back to 550whp just to shift again. I think that reaching peak hp sooner in the powerband and carrying that is what is desired to make the car the fastest and that has been discussed in a thread in this forum recently, just a difference of opinions I guess.

I agree that if you had hit full boost sooner the graph would look different, with much more midrange.

 

Does anyone by chance know what size the exhaust wheel is on this turbo?

 

Very nice.

I love me them precision turbo's.

 

wow, awesome job

 

So you're rather have a flat HP curve? Do you realize 400whp is beyond the topend/redline goal for many people? If you go look at big-HP 2.5L STi's, you'll see they are vast by virtue of the AWD traction, as anything besides completely ported/camed heads drop torque like an anchor towards redline.

Spooling by 5k with a 4k rpm powerband is amazing. The .82ar housing only seems to affect power, not spool time. How is the transient response on the car? Not that it matters much, its probably not a DD anyways...

 

Sorry for my Honda ignorance, but what would the displacement of this motor be?

Thanks!

 

I could be wrong but 1.9L.... 84mm is 2.0L...Im pretty sure 83mm with stock gsr crank makes it 1.9L


BTW Nice plot car has to be a blast

 

I see your angle, you are saying a plot that has a high torque peak and then falls off hard but floats at 550whp would be a faster 550whp car. This is true as it makes more average power during a pass, traction aside.

This setup is not being cranked hard yet, so it just shows that it is extremely efficient at this level as it is maintaining torque production to redline, thereby allowing it to make 550whp with a relatively low torque number. Once the turbo is cranked to the max, then we will see the curve you describe, albeit at a much higher power level.

For example:

We used a SC6162E .82a/r (non billet wheel version) on a 84mm LsVtec w/ ITR cams and it made just over 600whp/450tq @ 30psi midrange dropping to 26psi up top, with a chart like you describe.

We used another SC6162E .82a/r on a 84mm LsVtec w/ported head and Pro1's and it made just over 600whp/400tq @ only 22psi with a flat torque curve just like the one posted above. Those numbers were at only 8,000rpm, and that setup was also revved to 9600rpm which would've made ~650-680whp/400tq at 9600rpm.

71mm inducer/62mm exducer, Stage 5 wheel.

I really like this turbo and the SC6162 (non billet wheel version) w/the .82a/r housing. We've put several of them on various 83-84mm B series setups now, and they always make big power with a nice broad powerband and nice spool times for the power level. Everyone loves them that has used them.

I can't comment on the transient response as that's pretty opinion oriented, but I haven't had anybody regretting the decision to run one on a fast street/strip car, or complaining about lag or response.

This car is actually a daily driver, and driven extremely hard at this boost level. He's been running this boost level (more actually, 20-21psi) for around 2 months now. He has a buddy with a built GSXR that has a well built 9XXcc motor that walks away from '06+ GSXR1000's and 'Busa's, and they run side by side up to 150+mph.

The relatively low torque/high hp output of this setup makes it a very fast street car, as it maintains traction quite well for a 550whp setup. His previous setup had a GT3076R .63a/r on it, and that setup had rediculous spool with 375tq on pump gas - it just roasted the tires instantly in any gear. Fun, but not nearly as fast on the street due to the non-stop wheelspin.

Approximately 1887cc.

 

This car was run again on a Dynojet today for comparison #'s at the same boost level. 4th gear pulls, and was revved out to 9600rpm so that we could see the full output at redline.

Dynojet= 575whp/330tq @ 9600rpm-19psi.

 

crank it up!!
what size compressor wheel?
i am running the new HTA3586 .82 T3 and love it and i have also read awesome reviews of this new 6262

 

Thanks for the answer on displacement to you and tegman23! That helps me with the relevance of application to mine.

One thing I want to make sure of though relates to this post above. I *think* you're referring to a SC6152, aren't you? The 6152 has the specs you listed, although the Stage 5 turbine wheel inducer is listed as 70.1mm IIRC, not 71, but I figured that's what you meant. Same exducer as what you posted, 62mm. Just curious, and I'll say that assuming I'm correct, your numbering would make more sense! ;^)

Thanks again!

EDIT: Oh yea, anyone know if Precision will convert a non-billet 6152sp into a billet wheel setup? It looks like there are some gains to be had there!

 

The measurements listed above are the actual measurements. Precision doesn't keep up on their site very well, and they don't even have the SC6162 or SC6262 listed. It is a slightly bigger turbo than the SC6152.

I'd just contact Precision and see if they'll do that for you.

 

Dont you see the 62 in there? 62mm

 

Very impressive numbers for 92 octane. Does the car have WMI on it or anything?

 

Funny how there are arguments about this dyno graph, which really, is one of the best powerbands I have seen. Almost 4000 worth of powerband, and a really quick sharp spool which indicates great response and boost recovery.

A flat torque curve is the ideal powerband in every form of racing. Anytime you have a falling torque curve, it is showing signs of dropping efficiency. It also means the engine is using more fuel to make the HP to combat the inefficiencies, it is also working harder and under more stress due to higher torque initially but falling (and failing to make HP up top) and this affects the safe limits on pump gas and affects reliability.

A flat torque curve, as seen on pretty much any exotic car, race engine, or high-end sports car, is the only way to maximize traction under given limits of tires, suspension, chassis, etc... The linear rate of acceleration simply allows maximum grip under a certain traction limit. What do you get with a falling torque curve? A 500 HP Viper for example, has a flat HP and falling torque curve. We know how Vipers demand double the tires, a much longer wheelbase, etc.. just to grip the same HP as say a Ferrari F430 that has a flat torque curve.