1,000 HP Supra build | Live @ Sema | Friday

Hello, I'm Stephan Papadakis, we heard

live

at the SEMA 2019 show and we continued with the construction of our 2020

supra

b-58 engine. The first day we put the connecting rods and the pistons, yesterday we made the cylinder head and part of the valve train Today we're going to finish up the valve train, the intake manifold turbo and wrap it all up, so join me right before we get started. I want to thank a couple of guys, Matt o wig, and we're a Cheeto, thanks guys and let's go. We started yesterday, left it, had the intake cam installed and the whole dual rocker arm set up.

Next we'll put on the valve springs that hold the intermediate rocker arm in place, so I'll put on some gloves and then. We'll start, this has been a lot of fun the last few days, having the ability to share the whole project, it's a little stressful, you know, doing it

live

, but I don't know, it's not a unique experience that you can really have. you can't do it it's like you're sharing something that you really enjoy with a lot of other people here at the show and then also online so thanks for watching so we're going to install these Springs and what they do is they keep the middle rocker in place , so if it can move, the way the system works is that the intake cam lobe pushes down on this intermediate rocker arm, the intermediate rocker arm then pushes down on this lower rocker arm and then activates the intake valve so that these are not just floating in space, this spring will keep them in their proper location, take a special SST tool or a special service tool and I have one in my drawer, which is this one here and I'll show you how it works.

You have to do it. load the spring, you have that, you know, yeah, cool, so I have to open this, a bunch that loads in there, then these little slots push the spring, it compresses it, there's a little lock and then we slide it under the intermediate. rocker arms and then I let the tension go, I remove the tool and then it's inside and it's possible to install them where the spring part isn't fully engaged so I'm going to take my flashlight and confirm that it's there correctly on each one of them and I've done this a few times, so I have a good idea, so we'll install the other five and then move on to the next part.

This is one of those things that you know there's a new one. engine and they have newer technology and at first you don't always like it but I think with the right tools and techniques it's not that bad especially if it helps performance and like the others one of these sides I didn't. position the spring correctly for better fit, make sure the cam lobe is on the back of the cam lobe so it doesn't try to press on the rocker arm. They actually make another piece for this special service tool where you can hold a special service tool and load the springs, but I found that it works fine and a little faster if I don't use the secondary attachment, don't miss it if you see a spring flying, stay tuned because I'm going to need it to get one in and again I'm going to turn the cam so it's on the back of Loeb so he doesn't try to open the valve and this, this piece on the camshaft is the crank pad. the cam so you just have to turn it so the tool doesn't hit it that's a good two more it's actually fun to use this tool because it works really well one more so these are one of those areas where when we're developing an engine, we don't really know what we'll get away with, so the red fracture lines on the engines I think a little less than 7,000, but eventually we'd love to try to go above 8,000 or even nine rpm, so in the future We will be working to try to figure out how to make the valvetrain and revs higher, that's why development is always ongoing in the past.

What we have done is try to generate the power we want. on our old four-cylinder engine and then once we got to the power we wanted to make, which was about a thousand, and then we tried to make another one to run out another thousand rpm, so we originally came up with eight thousand. and now we're running those motors at 9,000 rpm, okay, so all the springs are in place. I'm going to check again with the flashlight and make sure they're all in the proper slot and they all look good and then they all look sitting so there you go, that's how you install it and then we're done with the tool next would be to put the exhaust cam, but before you do that, I don't if you've built some. like inline fours and especially inline sixes, when you install the exhaust cam, one of the lobes pushes down and tries to open the valve, so when you go to install the cam it doesn't want to sit in the hole. on all the crank journals and there's actually another special service tool SST that pushes down on those two rocker arms and opens the valve, removes the rocker arm so that the cam can lay flat so that when you tighten it you don't have to.

Worry about breaking the cam or anything, then that tool is this one, so it actually screws into the cylinder head and has these little teeth. If you come here you can see how it works, so if you look at the cam, it's not on the crank journal yet because the lobes point down and the rocker arm doesn't, you know you would have to screw the cam down and push the rocker arm down. to open the valve so you have all that spring pressure resisting what we're going to do. What I do is I take that tool and screw it in once I have the 10 millimeter socket.

It is always the 10 millimeter one that you have to find. It's missing, so no problem. I tightened these ten millimeters until they were tight and then took another ratchet. I think it's a 1917 can. then watch this so as you start to tighten, start pushing down on the rocker arm and open the valve and then let the cam sit in the groove there just like that, but first we have to get the chain on and to get the chain on so the crankshaft is locked at top dead center we need a way to lock the camshafts at top dead center and there is another special tool for that but first we want to get the chain, so some of the guys, some of the people that watched yesterday. they liked that the chain fell into the timing cover, there's actually like a little pin that keeps the chain from falling all the way in and you just need some needle nose pliers and I can grab the chain and pull it back up and there's a couple of ways.

The way to install this one is to remove the cam gears, but I found that taking the cam out and then putting the chain on and then putting it on was best, so the service tool we need is easier. I'll get a towel real quick to bite my hand, wipe the oil off my hands, okay, so before I take the engine apart, I'm going to squeeze you around here. I've actually marked, put little marks, so I got a little cheat mark on the cam alignment. and I'm going to lift this up a little bit. I can mostly line it up with my scribing marks on the cam.

I wrote the top of the cam and then a matching mark on the cam cap, so it should line up, but to confirm this, put the other special tool which is this one, so this big bridge here screws into the head, which will bolt on in a minute and then these teeth grab onto the flats of the camshaft and lock it at the top of the center and it's a little fiddly but it's super positive, like the old engines I worked on timing belts, you align these as vague marks and then align the cam gears. I'm like the plastic cover and it usually works pretty well, but it's a bit, it's not always super positive.

This one we put on the bridge and I'll screw it in with a ten thousand torque and then we have the intake cam to fit on that flat part and it should fit. and then sit back and watch how no, that means I knocked it out of a tooth, so let's take the exhaust cam out, we have to go this way. I need to get a wrench to move the cam, so I've only really done this two other times, how can I do it more? You know, I'm sure there are some mechanics who have worked on this a little bit and could do it in a couple of minutes, probably, so I've moved around a bit.

I think I need to go more like this, so now that we have it aligned like this I can put the two bolts in and then it locks the intake cam in position and then we can work on the exhaust cam to see how it is. a little bit so we need to lift this up, we'll move one tooth and then now everything is locked at zero. I'll put in the other two bolts. Sometimes it seems like it's taking a while because it's just alive and it's a little bit. tedious, but it takes 10 minutes to get the camshaft in line, that's exactly what it is, so once they are all tight or secure, the cam will be installed and aligned so that the crank is locked down here and in the top dead center, the intake cam will be locked. with these teeth, these teeth and then the August here and the chain is a little bit loose because we don't have our tensioner there yet, which goes in here and pushes the chain, but we don't need it yet, but Now that we have everything lined up, we can go to Fit the exhaust cam covers and they are all numbered from the front of the engine to the rear of the engine, the front of the engines always where the crankshaft pulley is, regardless of where the timing chain is. so the way the timing chain is doesn't change the front of the engine, so this is number one through six and it's always the front of the engine, not the front of the car, like in a Porsche or something like that where the engines run from the back and the pulleys run at the back of the car, the front of the engine is actually the back of the car, which would be cylinder number one, it's the front of the engine, so all the cam covers, one of them is this one, which is the mechanics. fuel pump bracket and that's what this lobe here with the three lobes is actually the lobe that pushes and pumps the mechanical feel part for the direct injection so they're all torque spits so I'd like to start them so as not to cross them. and then I'll take my impact gun and I'll just dip them in and then I'll go back and tighten them all up and then once I get past this point where all the chambers are set, I'll answer some questions, so if you want In the chat, put any questions you have. have and then Jen, who's on the production side, will go through them and then pick a few and then I'll respond to them in a few minutes, so if you're just joining us.

We are here at the 2019 SEMA show and we are

build

ing a 2020 super engine, the B-58, live here at the show and the plan is to try to make a thousand horsepower with this engine. We have modified it a little with different connecting rods and crock pistons. You can watch other videos we posted on the Papa Doc is racing YouTube channel and you can see the complete engine teardown and then we did a complete profile of all the parts we are changing. Those are all videos that are better on the Papa Doc's Racing YouTube channel and yes, we're here live at the show with an audience so they're all adjusted so now I'm going to adjust them to your specifications which are. 7 foot-pounds and I appreciate that it's like the people in the transmission have been watching making sure I tighten everything or maybe waiting for me to miss something so I guess you might see something let me know so I'm okay with the torque wrenches digital.

The reason I like the dial I'm using now is for when I go from a different bolt to another that might have a different torque. I don't have to keep setting it to that new setting, it's just zero to whatever. So for this one it's seven and I can go to something that's 15. I can just change the bushing boom boom boom and I feel it a little bit quicker, but yeah but sometimes you can't always see it and then like the click type torque wrenches, so you can press and it's like you have that positive feeling, the digital ones, I don't know, sometimes I like the positive click, so the digital ones are great, the reason I bought the digital one. for this motor it's because it's going to generate torque at an angle and that's what I mean, I have thousands of dollars worth of torque wrenches now, but you know, if you do it for a living, then I think it's totally money well spent if you just do it. . for a hobby then you just do what you can okay now that the exhaust cam is bolted on except for the cap which I can't get to here I'm going to release the tension on these exhausts. valves with the 19 or 17 that I didn't put back in, they should be there so now we're going to take the service tool especially the service tool out of the exhaust cam lobes and then we're going to unscrew it so we're going to help with that as well. this. video waiting what the video is you know it's fun to see how the inside of one of these engines works but it's also very new and a lot of people want to modify them that way once you see someone do it once you're like, Oh, I could do that, so I hope I know enoughdeep here with these videos, so if you're a mechanic and you know you want to start tinkering with your 2020 Supra, you can feel pretty comfortable after watching this.

Everything's good, so the next thing is to get this cam crank alignment tool out and then we're going to put the last cam cap on, which is right here, number seven. I showed this ratchet yesterday, but I really like this one. a quarter inch ratchet but with a 3/8 head so I can use all 3/8 tools with a quarter inch ratchet talking up to seven, okay and then I'll look and remember, I remember talking about all of them these So I'm sure this is part of the timing chain guide set up for the top here, so we're going to think it's that size that they tighten up nice, so now the timing guides are lined up and then we can put the timing chain tensioner on the hydraulic tensioner which is this piece and This is a hydraulic tensioner so it uses oil pressure and it pushes this piston and it always keeps the right amount of tension on the chain and then it never It needs to be adjusted, so today you know that you don't have engines that need adjustments. for the timing belts or valve train because it's hydraulic it adjusts hydraulically for the entire life Jen, do you have any questions?

Alright. I'm almost done and then we can take out the crankshaft alignment tool. I'll get the SPECIAL tool to turn. the engine and using this we can start the engine finally and it feels nice and cold so the valve train is ready and then we'll work on the variable valve lift setup but first let's answer a couple of questions yeah Scottie 3:05 , thanks Scotty 3. :05 the question is if the oil pump is electrically controlled then the answer is yes and what that means is that the oil pump uses an additional solenoid that can adjust the oil pressure so that the ECU can control oil pressure.

On demand, we're still using that because if you don't control the oil pressure with that solenoid, you have like 150 psi of oil pressure, which is really high, so what you're doing is you're duty cycling that solenoid and you can reduce the oil pressure essentially. You can program whatever oil pressure you want, so we program about 50 psi at idle and then at 3000 rpm we ramp it up to about 80 psi and keep it there throughout the entire rpm range, that's a little conservative, that's quite a bit. of oil pressure, but when we ran it up for a couple of days on the dyno last week and took it apart, all the bearings look perfect as new, so we'll stick with that for a while and that's one of those things.

At first you like the newest technology, you're like aha, man, what are they doing? This is so complicated, but then once you learn how to control it, you can appreciate it because now we can get whatever oil pressure we want and the oil pump is actually bigger. than necessary, if you decide to change some of the oil clearances or whatever, or the engine oil gets too hot and thin, then you can demand more from the oil pump and still have the oil pressure you would like to use . the OEM timing chain and do you think it is working based?

So the question is a reason for the OEM timing chain and do we think it will be enough? So we're using the original timing chain tensioner, the entire drive system for the timing it looks like. looks good on our four cylinder engines. We have used the factory material with great success. The timing chain at the rear of the engine is theoretically more reliable. It should be more reliable than at the front because there are fewer harmonics at the rear. the engine then when you drive through the front of the crankshaft so we're pretty optimistic that the stock timing chains should deal with whatever we're going to do whatever we ask of it yeah so rev Raber rear rev Oh Ray Brewer, thanks for the question.

The question is: the head port? The answer is yes. We made a bolt port behind all the valves and also opened up the exhaust ports a bit. We have to be a little conservative because I don't know where the water ports are and if you keep making the holes bigger you can polish them like the water system in the cylinder head so we have to be a little conservative at first, We actually outlined a lot of that in the second video of the parts we did on the engine, so if you're interested in that, check out some of the other videos we did on the YouTube channel and then we show you how we decide how much to transfer by putting the cylinder head on the flow bench and its flow and everything, so yeah, thanks for the questions and there are a couple of questions that we can answer yesterday, one is the dual exhaust, a limiter or the integrated exhaust manifold and in ranges of lower horsepower, seven 800, no I don't think so, especially at low revs, if you're trying to stay under 7000, if you're trying to make power at 8 or 9,000 and make a thousand, sorry, eight or nine thousand rpm and trying to make a thousand horsepower, it could potentially become a little bit limiting, we're not there yet, let's see what we can get out of the dual port exhaust header and then go from there, the other question was by DJ Wraith, was the chamber length lobe.

Don't know. I know what you meant, so if they ask you the question again in the chat and you're more specific, we'll try to answer that one and the Elrod Jenkins details on the turbocharger, we're using a BorgWarner EFR 9280 that we're sitting on here. the table and we'll set it up here probably in an hour. Any questions from anyone here, yes, yes, do you care as a long time engine

build

er and a very good engine builder? What do you see in any type of engine built? Oh I see. that's this engine that's going to explode not like wet when it's going to explode or I'm sorry if it's going to explode but when it's going to explode you see that little thing you think oh they probably did that all over the inside this thing is going to go away any minute soon because I'm sure that you've seen it happen tons and tons of times, like guys, there's a problem and you've completely missed it, so the question yeah, do we see something that stands out like oh, that could be a big problem.

The problem in the engine is not really what's scary it's the intake rocker arm configuration if we're trying to go eight or nine thousand rpm and we have these two rocker arms that we don't know about so that's one of the big questions is how How much arc can we get out of this valvetrain and then if we hit a limiter, maybe we need more spring pressure? How much work do we have to do to make a custom spring with more tension that can hold everything together? so that's the only thing that's really unknown and something that we'll find out yeah yeah thank you.

Any other questions, okay, we'll move on, so the next thing I'm going to do is put in the last intake plenum. cap and what it does is it stops to stop the variable cam lift, the variable valve lift, so this is the motor that controls the variable valve lift and we're still going to install it, but we're going to set the cam variable. lift to the maximum and then I and then we did a little lock, drop the tools but don't drop the parts and you can adjust them manually so let me screw this in so the way this setup works is this little motor adjusts this eccentric cam and Then adjust the intermediate cam rocker ratio and you can change the ratio from very little lift to its maximum lift.

We only want maximum lift for our setup, so after installing the little motor I can adjust it with this screw. in the back if you come I'll show you so look when I turn this is turning this gear and it's changing the lift of the intake camshaft yeah. Oh, so this is the last cover and if you see this little bracket, this is a piece. which we made so that once we maxed it out we could mechanically lock it so it stays there and then we didn't actually connect any electronic devices to the system. Actually, I need it.

There is a little trick to putting all this together. To lift this, go to maximum lift. This is not an OE part, so it is something we did, which is why we got maximum lift. If you place the camera here, you can see a small stop bolt. This is a cool piece I kind of need to have this idea of ​​how you want to do it so I drew it on paper and then built it in CAD and then made it on a plastic 3D print and then screwed it together to make sure everything was perfect and then we made it's made of steel so the way this works is this pin goes all the way out and this bolt goes in and keeps it mechanically held all the way out and I've drilled both bolts and I'm going to post.

Put a safety wire in so it's tight so you can see the details there, yeah it's going to turn like this eventually so I'm going to hold it at the length I want it to spin again. and then I see how he's pulling it, he's trying to tighten it and there's another hole drilled here on this other bolt and I've got a safety cable stuck in a way that's going to try to hold it tight and then I'm going to cut it off. fold it in there, it has all the safety cables, it won't come out.

I'll double check that I put everything on my table and on the valve cover and other interesting things is that this is a variable cam timing so these are the The variable cam gears and the solenoid that controls them are actually on the valve cover, these little plastic solenoids packed in, so the ECU plugs in here and can cycle those cam gears and with the oil pressure it changes their timing relative to the crank and it's usually a huge increase in low rpm torque by advancing the intake cam and then you get a bigger whiplash of power at high rpm by retarding the exhaust, here we go and this is a plastic valve cover or a composite valve cover , so it is quite light, but you have to be careful when squeezing it.

You want to do it in sequence so it doesn't break, so I'm going to tighten everything until it touches and then I'm going to hand tighten it after that all the way down and This has been coated in Red Wax and if you look here you can see that some of the red burned at the Dino last week. We had some problems and when we post the video I will show you what happened. It's kind of exciting, but we work, we've had about 7,000 so far and it seemed pretty easy what will happen to the stock camshafts, so that may be a limiter on how much.

You know power can be made at higher rpm, but we're also working on some bigger camshaft options for us with this, but that's the fun part, right, is having that goal of what you want to make for power. and rpm and then just start working towards it, figure out what the next limiter is, modify it or build a new one and then continue for now. We are working on a regrinding chamber, but in the future I may know all the billet material. but those kinds of things take months to design and build and our actions and stuff, so we're at the limit of what we can do in weeks instead of months, okay, the valve car is it. installed and we're not using direct injection, so the direct mechanical pump actually goes here.

We made a small Papa Doc block by deleting the logo block from the plate that is installed. We're all good there and then we can move on to the spark plugs and I always like to number all the spark plugs so they're numbered one through six and we're actually using the factory plugs right now, it's a really unique looking plug and we're still looking for a little colder heat. range for it so that's something we're working on uh I'm in the wrong hole because there's two holes one for the direct injection and one for the spark plug and the direct injectors weren't set on this.

I plugged all the holes and I like to tighten all the plugs because the plugs transfer heat to each other in the head and if you have a constant torque, I just think you have a constant transfer of heat and you know it's tight and you know nothing should come loose, so that I get a lot of questions about how I started doing this kind of stuff, you know, and did I go to any school and no, I just graduated high school and right after I knew I wanted to work on race cars and I had my own car and I started working on his engine, just basic things like the exhaust and air intake, spark plugs and stuff like that when I was 16 and had a few. friends that taught me how to like when we lowered the car, we didn't have a ton of money for all the suspension and everything, so we took the suspension off, cut the springs to lower it, you're something like that. because of that need to not have a ton of money to be able to leave it in a shop, you learn to do more things yourself and then after high school I worked for a place called Jay G Engine Dynamics and they built like they built some enginesracing or you know, road racing engines and stuff like that and I wanted to work there because I wanted to see how much I could learn from them so I started out just sweeping the floor and then answering the phone and I finally got enough confidence for them to start working on some of the customers cars and I got a lot of experience not only working in that shop but also working on my own car and I was always running parallel to the front. wheel drive drag racing and we do drag racing, you usually brake and blow things up, so like you know, you brake the transmission or the axles or you brake the engine, you work on it myself or with my friends and then I continued to have that experience.

And that was in the early '90s and late '90s and at the same time the imported sport compact drag racing scene was really starting to pick up and it grew with it. My street race car became a full-fledged race car. For track I started going to all the Bali imports and all the other drag races and I grew up with that and evolved with the whole series and the whole industry and the Fast and Furious movie when it came out it blew up the whole industry is even more big and it's in the right place at the right time and I kind of made the most of it and it evolved to where we are today so if you like any of this just get a project car and less. not expensive but somewhat quiet and to start putting in the effort and you will learn a lot especially nowadays because of YouTube and the forums and all that there is so much information available and how to work on everything then put the coils in so these are direct coils .

The spark plug oils are wound on the plug, so the little spring here that touches the top of the plug and these just screw onto the velcro there, so one, these are number two, two, three, like this that we are already getting to something. of the fun and really fun things that will soon be the turbocharger in the intake, so if you are in the chat and your intake turbocharger or intake manifold online, first look overall and check the feed and we will see which one gets the vote and we. We'll start with that first, should we go to something else?

Jen while we're okay. I'm overloading her back there. Simon Trent 8000 is the direct injection used to increase the reel. That is a good question. I don't have limited experience with Generally what I've seen is that direct injection has a little better knock resistance so you can run a little higher compression on a little lower fuel and you can also be more efficient, so you can generate the same power with a little more fuel. a little less fuel, but I'm not sure about the spool up, that's a good question. I don't think so because I don't know if I don't think that direct injection helps as much with the exhaust energy and the spool up is relying primarily on the exhaust energy to spin the turbine wheel and make the whole turbocharger spin to get the faster boost, so turbo, let's go first and it's on the front, here you'll notice there are two exhaust ports.

I have a special full race turbo manifold with the two matching exhaust ports and the turbocharger and everything is already bolted on. These are small joints that I don't think I placed correctly. There you go. Okay, together, can someone help me? help me grab that bolt and then I'm going to hold the hole, yeah, one is fine for now. I just need to do it once they put one in there or once I put the collector in there, just make sure it falls off this assembly. It's 30 pounds and uncomfortable, so give me a minute. It's good, awesome.

Thanks, so now you could let it sit and install the rest of the bolts or nuts as if you had ever worked on headers or exhaust manifolds. They're usually always a little bit of a pain because it's hard to get to the nuts or the bolts or whatever, we're lucky it's outside the car, but it's usually not that easy to put the heads on and then Look, I have wrenches here at somewhere, ratchet wrenches, okay, one more try, so I know they're not at the top. I know how many beds Roger's ten tires have. Okay, we'll use a quarter inch with a shorty that goes right on top.

If the amount is relatively low, yeah, yeah, we don't know, whatever we have to do to get to a thousand, so it could be in the 40s for all we know, so we start with 10 psi and usually you can get around 30 before you have to go to a much higher spring rate so the springs here give you the minimum boost pressure and yeah we start with just basic 10 psi and then we'll go up from there and the alcohol control is adjusted by the solenoid down here, so I actually need a ratchet wrench to finish this, but since I didn't bring it, we'll finish the back of the shop and move on so we don't.

Spend a lot of time with the normal wrench and simply tighten it to finish the turbo. Don't let me forget that these are vacuum lines that go to the intake manifold. This is the turbo speed sensor plug. In fact, we can monitor the actual status. speed sensor and then the oil lines that go in and out of the turbocharger, so those are down here, we've got a bunch of bags with a bunch of stuff in them, so first let's find the oil pressure feed to the oil or the turbocharger. so this is a factory, this is the crankshaft pressure, we actually monitor the crankcase pressure and the hole in the block actually goes to the crankcase and we can line up a sensor with this sensor and see what the pressure is. the crankcase and you can measure to get an idea of ​​whether there's a lot of ring knock or whatever, that's all, but we won't hook it up until we're on the dyno, so we'll actually leave a little cap on it and then The turbocharger lubrication comes from this flange and we have another one that places the bolts directly on the block.

No, that one is here with me, we should press, sorry, I push the oil on its side, this is the oil line, so this is oil for the oil. pressure it just has a little o-ring seal that slides into the block here and it has these hard lines that transfer oil to the turbocharger because we're running a different turbocharger, we're running a little bit different lubrication system on it we've modified it for the turbo larger and that is one of the pieces that will be a 9/16 wrench that I have here, so whenever there is an accessory I like to put a cap on it that way.

If it hits you, don't ruin the bridle and then you can see what I have. I have a plug on this side so take it out just install it so this line supplies fresh oil from the engine to lubricate the turbocharger and then after this we will install the drain which is always bigger so there is oil to high pressure and then at the bottom the support is fine. Actually, I'll bring this up so you can see a little bit of the background and this. it's the drain so the oil goes in, lubricates the turbocharger and then comes out through this line and then goes back to the crankcase here and we have another custom fitting that bolts to the block and then holds on with this Torx screw.

I think it's this size, yes it's tight and then I got this trick: a second adjustable wrench, but it's aluminum so it doesn't scratch the aluminum and the pieces are big enough to make the - eight while I say that I'm going to take another wrench that's a metal so I think Boyle might be able to get out of this so I'm going to put this right underneath so it leaks oh no leaks and that goes in here and it's going to finish the turbocharger installation. and if you look, this is like a heat resistant trap in the oil line because it's pretty close to the turbine casing, which gets very hot, so it's usually a good job to have some kind of heat protection to don't overheat the line and then you know, cracks and leaks or whatever, okay, turbocharger installed.

I have tools everywhere. Yes, we have not had any problems with any type of oil drain problems that we encountered. If it's a little downhill it's usually good enough and if it's big. It's enough and you need people to get into the crankcase above the oil level, but different engines, different turbochargers can have different degrees of feed needed versus yeah, drain, okay, next let me clean it up a little bit so guys you can know how we arrive in time. yeah let's ask some questions this is the water line oh no that comes on after a water system or then it's the whole knock sensor okay yeah I'm ready yeah what do fear?

Okay, the question is why did we choose 2020? super platform, the reason is we just wanted to start with the newest engine in the newest car. We already worked with Toyota with the drift cars we drive, the Toyota Corolla, and we thought it would be fun to just try to make high power. something that no one has done before, so it's just a challenge and you know, if the engine turns out like something that we want to use that looks like that, then it opens up a conversation of do you know what else can we do with this engine?

Yes, that was the reason why Eric Garcia, what brand of oil and oil we use Lucas fully synthetic 5w 50 and we use it in all the different cars and it's been great, we also use their products in the transmission and also in the rear and its the lubricant to assemble the motor, and even the contact cleaner, so all the lubricants and sprays have worked very well for us, yes how long does it take to take the motor out, take it apart, reassemble it, put it back in the car? I mean, if we were competing. to do it probably a couple of days, I think at this rate, you know, since we've been filming everything for a couple of months, but you know, usually half a day you have the engine off on a stand at maximum, probably another half day to take it all out, our part, clean everything up, another day to take it apart or, you know, measure everything, change the pieces, put them together and probably another half a day to put it back together, so Aiden Prinkle had a question about where we got everything. the torque specs from the factory service manual so this one for the 2020 Supra is available online for anyone we found out so it's Toyota T it's like Tom Indian Sam and I don't remember exactly it could be Toyota t it's don't worry. but you can continue there for three days for about 20 or 60 dollars to be able to access the full service manual and then they have others with a little more money that you can access for longer periods of time and The super things of 2020 are already up there, so what I did was I went through everything, I wrote down all the different ones or, you know, I printed out some of the procedures and then I wrote down all the different torques and then I put it all in a Word document and printed it out and brought here like that.

I don't have to keep referring to the online version every time they need something. Yes, any questions here while I clean with the wheel speed sensor on the turbo or with you. i only use it for monitoring or does it have any cut off associated with it yeah so the turbo speed sensor we use it to make sure that we don't over rev the turbo and then we can also use it for troubleshooting sometimes so maybe we knew you that an intercooler and a tank open or something or you just don't even know, maybe we're not getting boost and the turbo isn't spinning so you can use it for both but usually we just make sure we're not revving the engine too much. turbo, especially when you are close to the turbo's maximum output.

You can read that you can have reliability problems if you exceed the designed parameters of the turbocharger. We registered it with the am infinity ECU. and actually with that data and the exhaust backpressure and some other things, we can get that information back to the turbocharger manufacturers and they like that because they can potentially start, maybe we need a different turbocharger size or optimize the casing sizes of the exhaust turbine so there's a lot of things you can do with that data or engineers can do and we can go both ways and maximize the setup we're running well so I'll keep moving and then let's do the intake manifold . the intake manifold uses a little bit of silicone to seal it because it's custom and we didn't, we didn't make an intake gasket, but I'll put it together without the silicone right now here at the show in the store before.

We put the dyno in, we'll probably remove it, we'll remove it from the silicone, but I want to put it here today, so the intake manifold itself is quite, actually, a super trick, it's something that was all CAD. design and now it has bosses for the port injectors and it was actually 3D printed in aluminum and it costs thousands of dollars and there's one of them so let me get a couple of tools to install it and then we'll keep moving it. take these little allen bolts, let me see here, could you give me, yeah, and if you were to actually hold this, I don't even know if I can do it with the fuel rail toget started, sometimes the initial design racing components aren't the easiest to work on it's performance first before ease of work actually, can you pass me the quarter inch ratchet?

Yeah, you know, it might not be that easy with the stripper, but for the sake of time, let's bolt this thing up for the most part and then you don't want to see me put in seven bolts to get the intake manifold air in. cable-actuated throttle body enters through the intake manifold, fuel is sprayed through the six 2000 CC injectors, air and fuel pass through the intake valve into the cylinder, then compressed, ignited the spark, it pushes down the piston and we make our horsepower, the exhaust valve opens, the exhaust comes out, it spins a turbocharger, that's how it gets the boost from the exhaust energy and it also passes through, it starts again, the next big part we have here is the water pump, so this is the water.

We've actually modified the pump and alternator bracket so it can take a -20 hose, but this bad boy screws right under here and we're still using the limit of a Nicole water pump, and in the future we'll probably we will continue to use Use it, we have had a lot of luck with mechanical versus electric water pumps, but what can happen is that if you are running the engine at many higher revs than it was designed for, sometimes you need to drive it a little less. what we will probably do is go to a smaller crank pulley - under our drive everything instead of making individual pulleys will do everything so we need the bolts on the knee part still so we would go like this yeah when sometimes we make it smaller with the pulley.

You leave the shock a similar size and just make it smaller with the serpentine part, so if you're online this is a big deal, so if you stay until the end of the stream let me catch up with everyone if you want . They just joined us. We are here at the 2019 SEMA Show. We are building a 20 20 super engine. We are trying to make a thousand horsepower with this. We are doing the final build here at the show. If you're interested in this, we have a couple more videos on the Papa Doc is racing YouTube channel. You can see we're back on the engine dyno this week, so if you want.

To see how everything turns out on the dyno, stay tuned, consider subscribing and you'll see the next video come out when we do all the dyno testing at the end of this stream, this one you're watching right now. We're going to show one of the engine dyno shots last week so tell your friends or don't tell them so you can say you saw it first actually tell them so a water pump comes on and there is another gadget that works. here, which is the water outlet and it's very sophisticated from the factory and what we decided to do is really simplify it and we're just running a standard outlet: 20, we machined this piece of aluminum and it has... 20 just out. with a cap right now it's - 20 and it takes a couple of rings and in order to install this and the o rings don't fall off, I have this super sticky silicone o ring lubricant and I put it on the o ring and then when put it in the slot, it won't fall out and I'll do that to finish and then we can install it here, so this is a water outlet from the cylinder head, the water actually rises. to the cylinder head it comes out through this port and it comes out through this - 20 this engine is a little different when you usually see water coming out from the cylinder head on the actual cylinder head the water coming out from the cylinder head on this one is actually in the block Lo They were made, I'm sure, for some sort of warming reasons, nowadays there is a lot of emphasis on engine designs to warm up quickly because that is when engines generally make the most emissions, when they are cold the worst emissions So they want to try to get through the warm-up as quickly as possible and we think that's one of the reasons they like the exhaust manifold integrated into the head, so there's actually water everywhere.

That NIC integrated exhaust manifold heats up the coolant faster and then warms up the entire engine faster and gets out of that poor emissions range faster, what's up, yeah, so the question is low, higher, lower, lower oil rings , low voltage and things like that, yes, that has been what has been happening. For a while there were some cars from the early 2000s that started having them, but they were smoking a little, so I think they were figuring out how to make the O-rings low tension and make them last a little bit. a couple hundred thousand miles yet, yeah, you know there's, I mean, it's hard, right, you and your manufacturer, you have to have so many things running for so many miles, okay, no, I'll go through the end point of the Explorer running you eccentric, scream, okay. online your life so I don't know the Beltronics motor that runs the eccentric shaft how lazy for the vbt yeah use your adapter plate or is that how they come on the

supra

s so this is where the mechanical pump is for the The direct injection is going well and then this black thing here is the motor for the variable valve lift.

Okay, perfect, thank you, no problem. I sit there, so this is the combination of air to water or coolant to oil. Heat exchanger, so it's like the oil cooler. and it uses the coolant to cool the oil and then the oil filter housing so I'm going to bolt it on now and what I'm really going to really like because it's all built into a tight little unit so I need a plug to see if I can start a little to leave it here and grab the bushing. I really can't so I'm going to get a larger size torque bushing so we're getting there we're almost done with the whole build and then.

We're going to do one last round of questions, so if you have any questions that maybe you asked before and then weren't answered, post them back in the chat and that will refresh Jen in the Check back who's who is getting the questions for me and then, once I've got this screwed on, we'll move on to the questions and then again, like these plastic units, you want to make sure you tighten them evenly and like in some sort of criss-cross pattern because you don't want to tighten one corner first and then potentially break it or something like that. , yeah, and then one more thing here, Dylan, where did we go?

This is where the well filter goes. This is our new oil filter. which one I would like these paper filters and then which direction it goes you're a BMW Mehcad which way how do you know it's a BMW Master Tech from where Canada nice and then that goes in here and then when I press these I just click go until it stops and then not go to work because you can figure out these things, that's all and we have a couple of little sensors and stuff, but probably why don't we skip them for this because no?

I don't think it's relevant to our larger project here and I want to answer the last few questions properly, but before we move on to the questions, I think it's something interesting, like the setup we had here for the live and can we use this camera? So Dylan, our friend, has been on the handheld moving around for the last few days and there's a couple of GoPros set up that's all you know, one here to my right and then another one up here pointing down and there's one like this. establishing shot one, can you go to that one?

So Austin is in the back and he's checking on all of them, so let's check this out so Dylan you can go back and check the eye. I think it's cool, so come this way, can you do it? You end up with a weird, like warped reality, if he's filming the footage, but he's got this laptop on the software that can switch between all the different cameras and it's just a super trick and then he goes up to the YouTube Live Stream and this is So how do I change to another camp? So we just switch to another camera through this iPad interface.

Okay, how do we get back to... Dylan? So Austin has been helping with all the technical side that we have. Lonni. here, that's helping with the whole thing and then Jenn has been moderating the question, so yeah, next question, jerry, okay, yeah, so what are we planning on upgrading in the valve train? Until now, we have upgraded to a super technology valve spring retainer and retainers to make your intestines able to withstand higher temperatures. Springs that are stiffer so we can deal with higher rpm and the extra boost and then titanium retainers that are a little bit lighter than steel so we can help with higher rpm.

Initially we are using stock cams. I like to use larger lift cams which allow more air in and out of the engine, so we can potentially make more power with a lower boost level, but that's something we don't have our hands on yet, but it's in the works. the list of things we want. What to do in the near future Tommy wants to know who taught me how to put up safety cables. I don't know if you are criticizing positively or negatively, but just know that there is no formal training, you read some of the books on how to do it. to the safety wire and I've read some of Carroll Shelby's tune to win a race to win books of yesteryear so it had a whole section on safety wire and then you can go online and learn things and there's also discussions about a little bit on how to run a safety wire perfectly, but I know there are definitely some proper technical ways.

I do it in a way that I consider reliable and it worked well for me, but I don't know, I wouldn't use a security cable. on airplanes because no, I don't know exactly the perfect way to do it, what was it? Yes. Oh, Dylan and the manifold ask questions about the valve cover. Are there any plans to make one that is not plastic? I agree The plastic valve cover is lightweight and hasn't proven to be any kind of problem, but since someone wants to say that someone made a billet aluminum one that wasn't necessarily heavier and maybe performed better, we would totally consider use it and what do I do?

Think about the different pieces of plastic. I mean, initially you don't think they might be strong, but I don't find them any less reliable than the aluminum ones, they tend to weigh a little less, so. I'm a bit indifferent about them at the moment, yes, do we expect this engine to run as powerful as the 2jz? I'm here and those guys are running like 70 or 80 pounds per square inch or something crazy like that guy, I don't do it. I know they've been developing those engines for over 20 years and that thing is super polished and the first few years running that kind of boost.

I doubt it in the future. I don't know if anyone cares that much about running this engine and trying to make whatever it is that makes 2000+ horsepower and then I'm sure people can figure out how to do it, but initially it's going to take a lot of work to try. getting there, yeah, what are we doing in terms of time, Jen in general? It's still half an hour away so I'll answer any questions from you guys yeah so the only ones who want to come I'll show you what you're asking and I'm sure a couple of people may have seen the turbo manifold.

It has the two ports, these are wastegates, so they are the ones that regulate the boost, instead of allowing the exhaust to spin the turbine, the turbo bypasses it and just goes: atmosphere, there is back pressure in this manifold and we are using these for back pressure. From the engine dyno, sensors can be connected to this port that reads the manifold pressure in the exhaust manifold. These just have a vacuum, so they're kind of open on the inside and they can reduce the pulses because every time the exhaust valve opens. you get these pulses and it's a little bit more dampening trying to dampen that yeah the second port here is where the exhaust gas temperature probe goes so we're getting both the exhaust pressure and the temperature on both sports out line, yes.

I prefer the 2jz or the b-58, I mean initially if you're just looking for a low cost, easy to tune engine, find a catalog and build a 6 cylinder engine, then Jay Z it's hard to be sure about this one. It's just that I prefer to tweak it and build it because it's a challenge right now, there are so many people building it; Jay Z is better than I could build it and they're already kicking ass doing it, so I'd rather this be like a project for sure because then we can try to get ahead, you know, and then have people try to catch us instead of trying to catch someone else, something almost unattainable: a JZ horsepower number like this, the guys are so professional that they work on those engines and they just work. on them day in and day out I don't think I can build what they do, yeah he has so much, yeah he doesn't have as much potential as for Jay-z, man I don't know, for us we want a lower weight. engine and maybe have a great balance between low rpm torque and high rpm power and maybe with thenewer technology and this could lead to a wider power band with a lower weight for the engine, but you know, that's what we're finding out well, that's what's interesting about the whole project: how the engine works in comparison to the two Jay-Z's and I haven't fully determined it yet, but we will share this whole process with you and you know you can determine it, you know it for yourself, that's the fun of this whole thing, so let's continue with a couple of sensors in the rear, this engine needs knock sensors and what the knock sensor does is like a little microphone. and you listen to the block, you listen to the block and if there is a knock you will actually get an additional sound and the ECU will record that sound and let you know that it is knocking and it can even do things like timing so those sensors are these and there are one that goes on the front and back of the block and because the engine control system knows which engine, which cylinder is firing and at what time, if it's here there's a knock during that time, it knows it's from one place specific. actually the nice thing about modernizing the use is they can tell you which cylinder is knocking and usually on these inline six engines, numbers five and six are going to be the most sensitive to knocking, the most susceptible to knocking and the ones most prone to knock because they're usually the last to cool down so they typically run a little bit hotter and the way the intake manifolds are designed is cylinder number six, it's easier for air to flow into the number six instead of making that sharp turn and go into the number one, so the number six will usually get more air than the number one, so the 2j guys and most of the straight sixes, yeah they blow a cylinder, it's almost always number six, so you know that one in our four cylinder engines and even this one will probably put a little bit more fuel in cylinder number six and in modern ECUs, you can actually trim a little more fuel in the cylinders you want.

It's a little more challenging in this case because there are only two exhaust ports that we can't put, say, T. on all six cylinders and then adjust them individually that way, we just have to use a somewhat educated guess or take out the spark plugs and try to read them. Another sensor that we have is this one, so this sensor is the crank angle sensor and it fits into the back of the block here and it reads the location of the crankshaft and then on top of these two sensors, this one on this one reads the location of the camshafts and if the engine or if the ECU knows where the crankshaft is and knows where the camshafts are relative to each other, then it can make a feedback system and adjust the variable cam, so if you say I want to advance five degrees or 40 degrees, you can know the phases and you can start cycling oil on that cam gear and start changing where its relationship is to the crankshaft once you get to that 40.

The order of degrees you have programmed will keep you at that location. If it's coming from this side, we'll position the water port so that this hose runs from the water pump to the cylinder head going from one side to the other. Take these Torx bolts for what you'd like to happen, so if you can't see me right now, I'm digging in the toolbox, so we'll go ahead and screw them in, and this is a factory water line that looks totally fine. so what we're doing now and then once we know that if we ever put this on a car, then you know sometimes it goes to the next phase where you start working on all the water lines and you know the drill. cooling system and everything, now we're doing enough to get away with what we need for the engine dyno, but when I initially did something, you know, figure out in the engine how the water system actually works.

I sat down with this thing in the machine building room and you started looking at, well, the water pump spins like this and the water comes out here and goes into the head and I'm just trying to figure out how to get a good handle on how it all works. this, the cooling system works fine, next let's put the oil control solenoid on, so this is the duty cycle of the ECU, this solenoid and this is what actually sends oil back to the oil pump and adjusts the oil pressure. It fits into the back of the block here so I'll make sure it sits positively installed and then bolted in OOP.

I love this ratchet, okay, there's another one, this is one of the x' crankcase breathers, which is this one that screws right in there. so you know we're getting to the end when we're doing all the little things. What's happening? Jen Captain Zero has a question: Do you recommend any books or anything on how to build engines? Do you know any schools or anything like tutorials? man I don't have no I'm trying to build that here so I guess I'll try to watch our videos and try to get an idea of ​​what we're doing so I guess between a service manual and reading the suggested steps on how to take it apart and put it back together and then watch other people and how they're doing it and then you go in and start doing it yourself, you know you'll start getting experience that way and then if you have any kind of friends or anyone who works in engines or even a technician at a dealership or something like that and you come to some kind of obstacle that you know, call them and ask them a specific question about how to get there, that's a good question, yeah, so we're almost done, there's another port of water that we're not actually using, so we just soldered the fitting and then covered it up, sorry guys, this one goes the other way, this one goes here.

I think so, so this is part of the turbocharger cooling. but we are not using coolant for our turbo or only using oil and it is not always recommended, although we have had good results from only using oil to our turbochargers, but if you are going to do drag racing when you are on the street, even sometimes when you know If you used to park the car and it's hot, the coolant can help keep the center cartridge cool and make the turbocharger last longer. This fitting here is for oil pressure, so there's usually a sensor. that comes here from the factory but we're using an external sensor so we just have that one bolt in and that's a 9/16 we're actually trying to run out of parts that are good so the oil level sensor the question is: are we going to use it? the oil level sensor, so to give you some context, what is going on, there is no dipstick on this engine, the way the factory works, this has to send a sensor in the oil pan, we haven't figured out yet how to use that sensor, it's not a The 0 to 5 volt sensor actually sends a digital signal, so we're still working on using that sensor, so right now, how we're checking the oil level, we're actually pulling , we know that it takes 7 quarts or 7 liters. so we know the engine is dry we're going to put the 7 liters in and then we're going to take the oil drain off and then you can look in there and we're going to put a little dipstick that we made ourselves to see where that level is and just check it intermittently like that way, but eventually we'll figure out how to use that oil level and temperature sensor and then we'll have it digitally, but that's one of those things where the technology is a little advanced in the aftermarket. and some of the equipment but that's a fun thing to reverse engineer and figure out how the factory does it and what will end up happening is initially you say I wanted to stay and I do it on a dipstick but soon we'll have the oil level active on the car's dashboard readout, so if we build one like the one you have at the factory, it will be great, but if we build a race car with this and we can use an aftermarket, Just like if you have a fuel level , you get an oil level and that's the newest technology that allows you to do that, so I'm very happy with how far we got with the engine, which is anything but silica in the intake manifold and a couple of bolts in the turbo this is already done so we can continue do you have any other questions or something like that?

Jen 15 minutes. I can start to talk about some of the things that I get asked a lot, yeah, so another question that I get a lot is do we have internships and it's just a couple of us in the shop so we don't actually have internships but the team cycle has been with drifting as we start our drift events and start testing in March and then our drift events start in April we are normally on the road from April to October and then right after the last event drift in Irwindale, we're getting ready for SEMA here and then back to what we normally drink. a few weeks off after SEMA and then maybe we'll have a project where we're building a new competition car or something that's going to happen in the shop between December and February, March and then the same thing, well, we'll try that car and then We'll start the season again and we usually have a couple of different teams; only three of us are full time at Papadakis racing although Shaun and I do everything from building the car to the design and also on the track and then we have specialists who come to the different events and these guys are really good tinkering with the car and fixing things when things go wrong, but usually they have another nine to five throughout the year and then if we're building a car in the winter, we have a different group of guys who are really good at manufacturing, like roll cage and sheet metal, and in chassis construction, and sometimes the guys who are really good at manufacturing or not always the ones who are. the best at the mechanical side on the track, so up north they want to go to the track, they'd rather build things in a shop than change tires on the track, so it's a lot of time, it's a different person and that way.

We can kind of master both of them all year long, yeah, okay, so thanks for watching. I'll probably finish a little early just because you know we're done so thanks for watching stay tuned because we're going to show a series of this on the dyno engine if you like this stuff if you liked the video please hit the like button you're on watching now if you want to see more please consider subscribing again we will be on the dyno with this we are still trying to make the thousand horsepower we are going to edit that full video it will appear on the channel so if you are subscribed and receive notifications, you'll know when that video comes out and if you're in the queue to run the Engine Dyno Video, so here you go, here's an engine dyno analysis.

We won't tell you the horsepower, but you'll find out soon when the video comes out, so thanks for watching.