*****Fast Intentions "Twin Turbo Kit" is here*****

F.I. Inc.

Update,

We motored through and put in 100 hours in the past 6 days to make this happen! Everything fought us the entire way. Monday it was the OS Giken LSD. Tuesday it was the clutch. Wednesday-Thursday it was the dyno. Friday it was the dyno again and final prep for the track. Nevertheless we pushed through prayed that we would catch a break yesterday at the track.

Below is a time line that I have put together from the past 96 hours, from first start up to high 11's in the 1/4 mile.

Thursday 2-7-13 3pm
First start up of our "Twin Turbo Kit"




Thursday 2-7-13 8pm
A clean dyno run on 7.5 psi wastegate spring pressure w/no boost controller / 91 Octane / Full F.I. 2.5" exhaust (Non Res) / 19" rims = 469 RWH & 388 FT LBS. of Torque




Saturday 2-9-13 11:33am
This was a radial run on 19" Michelin Pilot Sports. Great tire but absolutely no traction at this power level. Blasting the tires off every time the car comes up on boost.
13.0 @ 120 mph




Saturday 2-9-13 5:22pm
This was the 2nd of 5 passes on Mickey Thompson "Street/Drag radials". The tires bit harder than Dan anticipated. Car bogged hard on the launch but recovered hard. Look how hard it pulls as it gets down the strip. Listen closely because he misses the 3rd to 4th gear shift.
12.4 @ 124




Saturday 2-9-13 5:56pm
This was the last run of the day. Violent wheel hop is eliminated by doing a 2nd gear burnout. The car came a little left out of the groove towards center track. Dan drove it back into the groove and ran the lowest E.T. Of the day...

11.80 @ 124.14

The fastest MPH for the day was on a 12.1 run @ just over 125.



Question: Where are the dyno charts?

Answer: We left the dyno at 1:30 in the morning of Friday and have not had a chance to scan them and get them uploaded. I will make that a goal this week.

Question: Why is there not an electronic boost controller in the car? Will you be installing one and if so, which brand?

Answer: We just ran out of time and wanted to see what the car would peak at on wastegate spring pressure. We have the 5.5 LB spring in the wastegates. We never saw over 8 psi and steadily were between 6.5-7.5 psi for most of the dyno runs. We plan to install one later this week. From our previous experiences we like the Turbosmart E-Boost 2. It is very advanced in terms of options but user friendly at the same time.

Question: How much did the TT Kit heat soak on the dyno or at the track? How much did the IAT's (Intake Air Temps) raise? How hot did the oil temps get to?

Answer: Going into this project like everything we design, we design it for max efficiency. I have to say though, this kit is bar far the most efficient yet. We did 13 pulls in one configuration alone on the first night at the dyno. 5 of them were all back to back to, you get the point! The IAT's did not raise one single degree. The manifolds innercooler and tubing clearly work and work well. We even took the air filters off and did 2 runs back to back. We did not pick up any more power. The performance curve stayed virtually identical. Like I said before, (max efficiency). If you look at the bottom end tank of the innercooler it is shaped in an upside down "V" configuration. This will allow the maximum amount of air flow to get to the radiator. The oil cooler setup is extremely effective also. Yes it was cold at the track and yes there is a lot of downtime drag racing. That being said, the oil temps. never reached over the mid 180's.

Question: What is the turbo configuration on this car? What stage will this be and are there any plans to test other configurations?

Answer: Garrett GTX 2867R w/Tial .86 AR (External Wastegate) I have to be honest, we were told by a lot of people that the 2867's along with the .86 AR might have lag down low. Believe me when I tell you, that is not the case. This car ramps the boost in so hard with the current setup that we have to get a boost controller on it just to delay the boost and regulate it, especially down low. We know that a big contributing factor to this is the design of the manifolds and overall efficiency of the kit. As far as what stage this is, I would call it a no stage. These 2867's are not even being utilized to half of their potential at this boost level. These turbo's will shine much better in a higher boost and horsepower application. We have no plans to step down to the "smaller" Tial .64 AR. On street tires this current setup is virtually unusable in 1st and 2nd gear. We plan on doing some dyno testing in the coming weeks by only changing to the GT28RS. This will be our "Stage 1" which will be outlined below. Here is what we currently plan to offer in terms of stages:

Stage 1: GT2860RS "aka" GT28RS w/ Tial .86 AR (Low to mid boost applications and much more affordable turbo's with non billet impellers.)

Stage 2: GTX2860 w/ Tial .86 AR

Stage 3: GTX2863 w/ Tial .86 AR

"Possibly" Stage 4: GTX2867 w/ Tial .86 AR

Every stage will come with:

-Twin Tial V-banded 38mm wastegates (Optional water cooled for you road racers.)
-Twin Tial Q Blow Off Valves.

Question: Why didn't you dyno test the 3" exhaust?

Answer: We planned to however ran into some fuel pressure issues in the higher rpm's. Due to that we have not been able to complete our testing on the 2.5" exhaust. We have kept the timing fairly conservative at 16 degrees on 91 Octane. Once we straighten out the fuel pressure drop off we will turn the boost up, turn the timing up, switch to VP MS103 Octane and find the cap of the 2.5" exhaust system. Once that is reached we will then test the 3" exhaust on 91 Octane and VP MS103.

Question: What is the current configuration with the test car in terms of engine and suspension?

Answer: This test car is a 2010 Base 6MT w/Touring package. The engine is completely stock. The suspension is completely stock. The car has full interior with spare tire still intact. The only modifications to the car are the SpecialtyZ 6 puck clutch w/aluminum flywheel, OS Giken LSD (Stock gear), F.I. Twin Turbo kit and full 2.5" non resonated exhaust. As for the track, there will be an open test and tune in two weeks. We will be there with the car! Now I am going to speculate a little here. We feel that with a little more seat time we could of ran an 11.6-high 11.5's yesterday. Dan (the driver) has only 4 passes under his belt in the 370z on drag radials. He was just starting to get comfortable with the car and get used to the clutch.

Question: What changes will be made when you go back to the track?

Answer: The car will stay in the same configuration aside of the following changes:

-Electronic boost controller will be installed
-Brand new Drag Radials 16" x 8.5" (Current ones are done!)
-Disconnect front sway bar
-Short throw shifter

Our mission is to get real deep into the 11's on 91 Octane and low boost (7-8) psi. From that point, god willing and pending the rear end holds together, we plan to up the boost and splash some VP MS103 Octane in there in hopes to reach the 10 second mark. Some of you must think I am talking crazy but please try to keep an open mind. Just because it has not been done, does not mean that it cannot be done!

Question: When are you going to release the pricing and start taking orders?

Answer: We have started to put together some preliminary numbers and hope to have pricing released within a week and a half. As soon as that happens and the options are nailed down, we will take orders. The official release date is still 4-6 weeks away. We are doing a big press release for the launch of the kit and that will take time to put together.

I am sure there are other questions that I cannot currently think of. If anyone has a questions to contribute that is not answered in some form or way above than please ask.

More information is soon to follow. We thank you all for your support.

Tony

__________________
Follow us on Facebook: Fast Intentions Inc.
Phone: (805) 522-FAST (3278)
Email: tony@fastintentions.com
www.fastintentions.com
"FUELED BY PASSION"

FPenvy

if i'm reading this correctly the test car has the stage 4 setup? just curious since it's only made just under 500whp so far with 7.5psi i'm interested in seeing how much they gain with higher boost. other stage 2's have made 550WHP at 9-12psi so if this is stage 4 im waiting to see the end results.

__________________
324whp/258wtq AAM Tuned |F.I. NonRes CF CBE/NonRes TestPipes #373|UpRev Tuner|Akuma Motorsports Intakes|Z1 34 Row Oil Cooler

Scribe

You have to not think in terms of "stages" as there is no hard and fast conventions for what it corresponds with. That term has stuck and is pretty much the least informative marketing speak. It's supposed to be a shortcut for indicating a difference between two products that are similar. You can't use it to compare across anything other than a single product line and it doesn't mean anything between manufacturers or even between two product lines of the same manufacturer.

Stage one for one company might be stage four for another. For example, as a manufacturer I can have a stage one coffee mug (guess what I'm drinking) and a stage two coffee mug. What does that tell you? Nothing. It could be the capacity, the thermal properties, or even the addition of a "World's Greatest Jackass" logo. Now assume another coffee mug maker says they have a stage seven coffee mug. What does that mean? Does it mean that it's better than my stage two mug? Does it have a missile launcher? Who knows. Okay, now say that I (still making coffee mugs) now make a stage one and two water bottle... still tells you nothing.

It's better to think of these things in terms of their actual properties. In the case of turbo kits, it's things like the CFM and spool properties of the turbochargers. Yeah, it requires being more informed on what all those numbers mean and how to read a compressor map, but it's the only way to really differentiate these things.

Oh and to answer your question, the exhaust has a huge part to do with their results. Look at the difference between the power achieved by any kit with the stock versus a full 3" exhaust. It's massive (usually the difference between 475-550whp setups) because turbos work off of a pressure differential.There are other things to consider as well, beyond just initial power numbers on a choked system with no boost controller.

FPenvy

i was more or less showing curiosity in what these snails can produce when they are turned up a bit and with the 3" exhaust added. i understand the marketing lingo with differences from company to company.

__________________
324whp/258wtq AAM Tuned |F.I. NonRes CF CBE/NonRes TestPipes #373|UpRev Tuner|Akuma Motorsports Intakes|Z1 34 Row Oil Cooler

Scribe

I apologize for expanding my original response while you were typing.

To answer your question then, the GT28RS has done well in single, small displacement setups (1.8-2.2L setups putting down 330whp). Thinking of the 370Z as two 1.85L 3 cylinder engines, you could roughly project that you could get much more out of two GT28RS. There are other factors to consider that would prevent you from cranking up the boost and maxing out these turbos.

That said, these turbos are probably the best match for the 370Z engine without diving into the internals of the VQ37. You don't need a bigger turbo because you can't up the boost (compression too high) and you can't make more power (connecting rods).

ironhide

All I gotta say is this man knows his stuff

enkei2k

Yes, I understand that the GTX is better, but they're using that for the upper stage TT kits, I was more questioning the 'stage 1' kit, since that's what I will most likely be getting in the future. Thank you for your response though, learn something new every day

I suppose, but it's a small difference (~$100 or so) between the two. I guess the GT28RS would be better for DD purposes compared to the 2871 anyway.

__________________
...need boost...

F.I. Inc.

This is not a stage 4 setup. It was late on Sunday night when I wrote what the "stages" were going to be. It had been a long week and I may of jumped the gun with what I wrote. Massive sleep deprivation tends to do that! We still have not fully nailed down what stage each turbo configuration will be.

The original stages of what I wrote were what we were looking at on paper. As you we all know, real world testing can yield completely different results. That being said, we see no need to offer previous listed turbine wheel options in the GTX28 series turbo's. When we define stages for our products, it is going to be related to vehicles requirements to be efficient. For example:

Stage 1 requirements are going to be for the stock car. GT2860RS, require mild fuel modifications, boost controller optional, pump gas tune for the individual that is looking to make between 450-475 RWH "daily drivable." This stage will also be the most affordable because for someone who only wants to achieve this power level, there is no need to spend unnecessary money on more expensive turbo's that they will never utilize. Everything for stage 1 will be supplied with the kit.

Stage 2 may require additional fueling modifications, i.e. Aeromotive pump vs. the Walbro pump to be able to fully utilize the GTX 28 series. As well as exhaust system requirements and MT clutch or automatic transmission modifications. A boost controller will be needed to turn up to boost for those who want to push the limits of what the stock engine can handle. The GTX2867R will most likely be our stage 2.

Stage 3 is for the big boys/gals! For individuals who want to make serious numbers. All of the requirements from stage 2 with the addition of internal engine modification, larger fueling (return fuel system), rear differential work and our 3" exhaust. Turbo's associated with this stage will be custom matched to your specific requirements, i.e. weather you are a drag racer, road racer or just the weekend street warrior. Our exhaust manifolds can support turbo's deep into the GT30 series. We can utilize turbo's that can make well over 1,000 HP to the ground if your drivetrain can support it.

The lines between the the 3 stages do not need to be in black and white. For instance, you can add a boost controller to stage 1 as well as take our car for example. This is a between a stage 1.5 and stage 2. Currently we are using stage 2 turbo's, no boost controller, still on pump 91 octane, low boost levels and the 2.5" exhaust.

All in all it depends on you as the consumer and what you want out of it. Very much like our exhaust systems we have designed a kit that can be custom tailored to your wants and needs.

We are still doing extensive testing with various combinations and the turbo system altogether. Our goal is to be able to answer any question thrown at us.

I think that this covers it all for now.

Thanks, Tony

__________________
Follow us on Facebook: Fast Intentions Inc.
Phone: (805) 522-FAST (3278)
Email: tony@fastintentions.com
www.fastintentions.com
"FUELED BY PASSION"