Harrop TVS86 Owners Thread

[Irace86.2.0]

Originally Posted by CSG Mike

You can't explain why, only speculate.

I can, but am unable to share.

Lets just leave it at, it's not due to any lack of effort on Harrop's part, and that also, CARB is slow.

Did you know the system, is so underfunded and mismanaged, that a consumer hasn't been able to proactively get their own modified car inspected and legalized on their own for almost 4 years now?

For example, you could do a 100% would-be legal swap, but not actually be able to legalize it, because the system to do so is mothballed from lack of funding.

Let me reiterate: CARB is slow.

Unless I am confused by what you meant, that seems incorrect, or perhaps you were exaggerating.

This guy got his 2jzgte-swapped-Mustang California-legalized in March of 2018, and his appointment time was two weeks out.

I had made my smog referee appointment a few weeks ago and today was finally the day to get the swap 100% legalized in California.

https://www.sn95forums.com/threads/p...jz-swap.71751/

[ame]https://www.youtube.com/watch?v=bNGgKfDLRow[/ame]

[strat61caster]

Individual car inspection that verifies equipment that has already been certified to emissions standards is different from aftermarket parts certification.

A ref is much much easier to come by than the lab testing required of equipment that has not previously been inspected and verified to the current emissions standards.

[Irace86.2.0]

Originally Posted by strat61caster

Individual car inspection that verifies equipment that has already been certified to emissions standards is different from aftermarket parts certification.

A ref is much much easier to come by than the lab testing required of equipment that has not previously been inspected and verified to the current emissions standards.

Perhaps, but he said, "you could do a 100% would-be legal swap, but not actually be able to legalize it, because the system to do so is mothballed from lack of funding," to which I then posted an example of someone who did just that.

[grumpysnapper]

Finally (today) completed my full BRZ build...
I've had a Harrop fitted for around 3 years now with an 85mm pulley on 98, but have just finished a flex fuel conversion, with an IAG stage two block, a Motec and fitted the 65mm...
Its producing around 350 HP and a touch over 400Nm at the rear wheels.

The Harrop has been reliable and hassle free over the years (30000km of very hard dirt/tarmac driving) , and the fitting (by me) was easy and straightforward....the engine starting on the first push of the button.

(I've tried to build my perfect interpretation of a tarmac/dirt rally car, that is still comfortable, reliable and can cover large distances.I had a priority to keep weight down, and with a full tank of fuel, it sits at about 1260kg. But with aircon and an OK sound system.)

[Kiske]

Originally Posted by grumpysnapper

I've had a Harrop fitted for around 3 years now with an 85mm pulley on 98, but have just finished a flex fuel conversion, with an IAG stage two block, a Motec and fitted the 65mm...
Its producing around 350 HP and a touch over 400Nm at the rear wheels.

Congratulations!

Any dyno or engine bay picture? 350whp seems a bit low for flex fuel and 17.5psi on your setup? Safe tune?

[sw20kosh]

Originally Posted by Kiske

Congratulations!

Any dyno or engine bay picture? 350whp seems a bit low for flex fuel and 17.5psi on your setup? Safe tune?

might be a low CR engine built for big boost

also might be one of the lower reading dynos

[Irace86.2.0]

Originally Posted by Kiske

Congratulations!

Any dyno or engine bay picture? 350whp seems a bit low for flex fuel and 17.5psi on your setup? Safe tune?

Like @ sw20kosh said, 10.0:1 is probably the compression, and I bet the tune is conservative plus conservative dyno. The good news with that compression is that he likely doesn't need flex fuel to make similar power because he has a safe compression ratio and has room to adjust timing.

The effective compression ratio at 17.5 psi with 10.0:1 static compression is 21.90:1.

The effective compression ratio at 11 psi with 12.5:1 static compression is
21.85:1.

[grumpysnapper]

Yep, it's a low comp. set up, with a reliable tune.

Although it probably should make another ~10kw now, as I have had a re-set on a custom exhaust build.

[Kiske]

Originally Posted by sw20kosh

might be a low CR engine built for big boost

also might be one of the lower reading dynos

With 10:5:1 and E85 fuel it would seem he is going for a big boosted monster with or a car to take a beating with a rather large safety net.

But still you cannot reasonably go past 18-20 psi on the harrop kit. The 65mm pulley is the smallest offered. Anything sized below that will require the S/C snout to be machined/lathed down and a full-on custom set.

You can gain a few more PSI by going with a larger custom crank pulley but, I couldn't find one on the market for our cars. Harrop also declined to make one. I see he is running an aftermarket crank but, I would guess it is of the light weight variety.

Originally Posted by grumpysnapper

Yep, it's a low comp. set up, with a reliable tune.

Although it probably should make another ~10kw now, as I have had a re-set on a custom exhaust build.

Looks gorgeous, the painted cusco strut bar really ads a nice touch as well with the OEM+ look.
Any other specs on your build? I see a few things like the fans and an oil cooler. Any work done to head during the refresh? Cams?

[grumpysnapper]

Originally Posted by Kiske

Looks gorgeous, the painted cusco strut bar really ads a nice touch as well with the OEM+ look.
Any other specs on your build? I see a few things like the fans and an oil cooler. Any work done to head during the refresh? Cams?

Obviously all the basics like uprated studs, light weight valve springs/keepers, uprated fuel delivery systems etc. But the engine builders I consulted all seemed to agree that the heads and cams are satisfactory for my performance goals, and that there was not a great cost/benefit argument for change. (Obviously though the heads were given a little clean up...)

Cooling is a simple Mishimoto with the dual fan system and a HKS oil cooler mounted behind the fog light grill (which I have opened up, and sans light, with exit grill into the wheel well). I have also mounted a fan on the oil cooler itself, triggered by the main radiator fans.

I'm using a Motec M150, a light weight battery, a direct air intake, light weight pulleys, catch cans, and the Harrop recommended Ace headers.

I did have a full custom titanium exhaust with a single pipe, but I have since had it remade in good old (thin) stainless steel. The reality was that titanium is not well suited to rough treatment, was constantly cracking... and being titanium, can only be re-welded so many times. The 10-15kg weight saving ended up not being worth it. The system is relatively quiet and is well tucked into the underside... effectively not protruding (except of course under that annoying rear subframe...). The system is 2.75" , with my exhaust expert concluding there was no benefit with going to 3" ... I can't argue with his mathematics and lifelong very high end race car experience...

I've cut out the fender garnish 'holes' and meshed them for air extraction which was more critical after I fitted a (gorgeous and beautifully engineered) Laille 5mm duralumin sump guard which has cut air flow beneath the engine.

[Irace86.2.0]

Originally Posted by Kiske

With 10:5:1 and E85 fuel it would seem he is going for a big boosted monster with or a car to take a beating with a rather large safety net.

But still you cannot reasonably go past 18-20 psi on the harrop kit. The 65mm pulley is the smallest offered. Anything sized below that will require the S/C snout to be machined/lathed down and a full-on custom set.

You can gain a few more PSI by going with a larger custom crank pulley but, I couldn't find one on the market for our cars. Harrop also declined to make one. I see he is running an aftermarket crank but, I would guess it is of the light weight variety.

This is what Harrop did on their time attack car. They are running 22psi, which is at the limit of the compressor map. I don't know if it was necessary to make a custom snout in order to mount a smaller pulley because of the limits of the diameter of the stock mount, or if they wanted to make a custom snout to be able to clear a large throttle body and move to a larger eight rib belt.





If @grumpysnapper lost the ability to get E85 then he would still be able to make good power on pump gas, and if he decided to go turbo to make more power then he has the engine setup.

[Irace86.2.0]

I forgot to say, does anyone know what Harrop has on their coolant hoses? Is that a setup for a purge/relief line, or do you think they are monitoring supercharger coolant temps? My guess is supercharger coolant temps just to make sure they aren't getting heat soak during a race.

[grumpysnapper]

Originally Posted by Irace86.2.0

If @grumpysnapper lost the ability to get E85 then he would still be able to make good power on pump gas, and if he decided to go turbo to make more power then he has the engine setup.

You are exactly right.... E85 is very hard to find outside of the capital cities in Australia, so the bulk of the running ends up being on 98 octane.

And Australian grade 98 is a rubbish version, not a true 98 octane by world standards...sadly.

[Irace86.2.0]

Looks like Harrop-USA is up and running. Maybe it is old news.

https://harrop-usa.com/tvs1320-toyot...percharger-kit