ISTR the Brazilian 20vt (in a Marea shell) was the highest power for a 20vt at about 670 - has JBT stolen the power crown for the Brits?

I believe he's not posting things up anymore after the discussions with Pero et al went sour.

From the sig it would seem he's converted from 2.4 to 2.5....

Impressive numbers indeed!

Daren't take it to the 1/4 as I sheared the input shaft in half last time on the 600 setup when launching as some of you may remember the pictures .

Just out of interest, what was the power level tgat you felt happiest with?

VERY impressive John! And refreshing to admit that its a tad pants as a result, im sure it just needs final work and tweaking, how about traction control?

Jesus that's a wall of power, you couldn't use that one the road. 300+ hp change in a few rpm is crazy!

No point being dishonest about it ,I'm sure its great for scaring passengers but it scares the crap out of me too as it isn't tractable.
Like holding onto one of those wild bulls at the fair.
Currently working on the Omex but it just doesn't do the job like the driver.
Induces too much lag.
I'm very tempted to revert back to the old setup as this ones useless,and to be honest it was more about pushing the boundaries than hoping for a perfect delivery.
I still have it in the workshop,so maybe selling this setup early next year.

That standard crank is impressive ,as are the shafts and many other standard components with nearly 4 times manufactures power.

John, honestly this is where the difference in engine management systems and the calibrator plays a huge role. Drivability is key, as road car users we typically spend ~1% of the vehicle's lifetime at full throttle, put quite frankly the OMEX ECU is too basic to check all of the boxes you require from this beast even with the most experienced engine calibrator. I moved away from such an ECU years ago because not only are the features not up to scratch but the people who tune them are not either (no offence but 95% of so called engine mappers just play with fuel and spark tables, that's it!!!), the OMEX firmware has not changed since 2005 either!! (and no that does not mean it's 100% perfect from day one, it means they are almost 10years behind, I mean do you still use a 10year old computer running Win98 for your daily tasks?). I know I've preached this a few times (and sorry for sounding like a broken record) but the drivability is only as good as the person who maps it and good mappers (i mean really good) don't use pony sport ECUs. Anyone can map the top line for pub numbers that's easy the hard parts are warm-ups, transient fuelling, anti jerking, boost progression, knock control, traction control, launch control, idle control etc.....Because most are iterative processes without proper datalogging it's just subjective guess work and you end up with inconsistencies in your map. The system I speak of covers everything and very intuitive to use for the experienced calibrator meaning setting up even the advanced functions is as quick if not quicker than a less powerful ECU. It can be fully torque model based with proper features that actually work and best off all it is not that much more than your typical 710 price, quite frankly the difference in performance is night and day. If you want my honest opinion I think you need to fit a throttle by wire system and ditch the OMEX for a Syvecs using an experienced Syvecs trained mapper, your car will be completely transformed and you will be on cloud nine.

Best Regards,

-TJ