So I came across an article about Pulstar Plugs. I'm a little behind on that knowledge as from what I understand this specific product has been out for close to 3 or 4 months now (maybe more). This particular article didn't go into much detail about the plug itself, but it did show a dynograph representing a delta between using standard spark plugs and pulstar plugs. The particular car in question was a Nissan 350z with basic bolt ons: intake, full exhaust (sans headers). I believe the base run was around 239 whp and the pulstar run yielded 250 whp, an 11 whp gain from these plugs.

So, I FINALLY found some toluene in the Annapolis area. I found it at a Sherwin Williams. I'm disappointed at the price, however, at $17 per gallon. That's a price that doesn't really justify its usage as at that price I might as well buy straight race gas. For the time being it's good enough for experimenting purposes. I only purchased one gallon, so I will probably mix it with 4 gallons of fuel to make a 20% mix in a 5 gallon fuel container I have. I'm almost certain that will probably have minimal results. The next time around I'll create a 25% mixture and then a 33% mixture.

So I've noticed that over the last few years and years to come, the super car population is starting to really boom. On the same token, the definition of a super car is a bit loose compared to what would define a super car ten years ago. However, it hasn't changed so much that today's definition of super car would include ANYTHING that would be considered 'weak'. Alot of people, however, are very traditional, so I know what I would consider a super car others may just consider a 'true sports car'. Anyhow, to the point.

So, last night I dropped by a local performance shop that I do alot of business with, Extreme Motorsports; their work quality is prestine. The shop owner, Sean, is always patient enough to answer my never ending questions. Well the topic of last night's question barrage was Methanol injection. I've always been quite wary of Methanol Injection, especially as a generally paranoid person. The possibility of blowing up my engine because of a random unlucky event of a methanol pump failing or something like that turns me off really quick.

Other than the toluene solution that I'm working on that will essentially free up horsepower by being able to raise the boost. The other method of improving horsepower is increasing the airflow of the cylinder heads. This low cost solution to this is buying camshafts. Camshafts are improved upon from their stock counterparts by raising the 'lift' and increasing the 'duration'.

So, I dug up a buried idea that I'm surprised isn't used most often; toluene/pump fuel mix. I have a datalogger from Mirage Corp using a Palm PDA, so I'm going to be doing some heavy data logging comparing pump fuel with pump fuel/toluene mix. If the results are truly promising, I might be raising the boost. :-) -From what I understand, the toyota supra guys are pretty common users of toluene, so I may have to seek their opinions and experiences for more information.

I found out I may have to compromise my goal for 1000 awhp. It may end up being more like 1000 brake horsepower (horsepower to the crank or flywheel). The only instrument to allow such incredible airflow is a large single turbo. The largest single turbo housings that will really fit with any sort of practicality are the honeywell garrett gt4094r (commonly knows as the gt40r) and the gt4202r (gt42r). The garrett dual ball bearing gt42r is good for right around 1000 brake horsepower.

Here is the current state of the vr-4:

PERFORMANCE:
-IPS Motorsports td-05 evo3 16g twin turbo kit (with headers, o2 housings, lines and fittings)
-IPS Motorsports 3.5 inch downpipe
-IPS Motorsports 3.5 inch cat-back exhaust with stock looking quad tips
-Greddy Front Mount Intercooler with piping
-MSD spark plug wires
-PTE 680cc injectors
-Denso Toyota Supra fuel pump rewired for more current (approximately 450 lph fuel flow)
-3.5 inch GM MAF with GM MAF Translator
-S-AFC NEO air/fuel piggyback controller
-Greddy Profec-B Type II electronic boost controller

This begins my documented quest towards 1000 all wheel horsepower:

My name is Chris LaClair. I live in Annapolis, MD (for the time being). For a living, I work as a software engineer for an Internet based company in Annapolis. I also help others with their web-based goals on the side.