WORLD’S FIRST 1000HP AWD BILLET 4 ROTOR RX-7

The good luck beard paid off. I don't shave until something crazy happens when I'm just absolutely in the zone. It's almost become a ritual. My nice little scarf right here is actually my next wiring harness, well part of it anyway. This harness was originally meant for the Corvette, so take this off, throw it on the Corvette, we have a Corvette running. Things have heated up so quickly with the dyno that we're going back again today, so it'll be one day after the first one. We maxed out the fuel injectors. The primary injectors are all at about 80% and it gets crazy from there because that was only at 6500 RPM. Imagine once you go even higher, it's just 100% very quickly. The rate of acceleration of this car is just unseen, I've never seen this before. It's just a harness with all eight injectors for all the 2600s. These wires actually ground the injectors, the other wires are just power. That's why it's still hooked up on the truck and trailer and then we're going right back at it at the dyno and making, I don't know what we're going to make. My goal right now, realistically, is 25 PSI. I don't know what 25 PSI is on this car, but we'll find out together. This is how I'm going to do the concentric twisting. Just an absolute mess of wires, there's metal down there, but this is how it's really done on this car. Once you put heat shrink on a wiring harness, magically everything looks perfect, even though really the hard part's done here. Making sure there's like one wire on the outside of every edge of this big thicker power wire, and I purposely picked it to be slightly thicker so that way all the wires would evenly go across with a little bit of spacing. It's almost like playing with Barbies. Gently run your hands through this. This is very satisfying work to do, by the way, and then you just kind of work the rest of the kink out. I have to give the guys at HP Academy a major shout out for that because they have a video series on it. I didn't watch it, but I watched their preview for it and then started reading up on it. I did buy their tuning program, and while my wiring harness will still be mediocre, the tuning was not. This is the main stalk of my temporary harness for my extra injectors. This was not meant to be. I was not normally going to do this, but Elliot's here. We're all in a good mood. The car is responding better than ever. This is the satisfying part. Look at that. You can actually feel it too. It just kind of spins in your hands. Zip tie. I went past the spot that I needed to go. I can always unravel it super easy. How flexible this core is. If you had it just like that, you can actually see it bind up. And I'm not even trying...I don't have nothing to prove. I'm not a wiring guy. But I'm not trying to sell you on anything. But you can see that they like fray and they have issues like this. This part, you see it doesn't even lose its shape. That is one of the coolest things I've ever been taught by the internet. We are back at it again. I'm going to skip a lot of the steps that are obvious for most of you. If you guys missed loading the car up on the dyno, you can actually watch the previous video of it. It pulls at your heart strings. I just want to save a lot of your time because, let's be honest, we all know why you guys are here. I know why I'm here. I've got an all-wheel drive 4 rotor, but you guys want to hear it perform. I've got all 8 injectors set up. We've got the wastegate controls figured out. We've got 16 psi wastegate springs, so we could, in theory, go up to 30 psi. We're going to load it back up and give her the beans. That means the whole enchilada. We've just got the wastegate all working, and I had to do a little bit of slight reordering on my injectors because, just like my primary injectors, the first rail, it actually goes primary, primary, primary, primary, secondary, secondary, secondary, secondary. Ignore this mess. I'm known for this, but this is not the permanent harness. Right, guys? Not permanent harness? Yeah, Isaiah actually soldered for once. His soldering job was as good as my welding job. Actually, it was as good as my soldering job, too. This is the moment where I'm supposed to be extremely nervous, and I'm not because it's factual. I'm a little nervous thinking about it right now because I was going to say that, hey, I'm not really nervous, but you're just getting so caught up in the moment of, okay, let's make this strap down. Let's make sure that this wire is working. If you get into that mindset, you forget that you're going for some serious power on an experimental car. That part is actually pretty crazy, but here we go. Oh, man. By the way. It's hot. Look, we're making even more power. Fifty. You can see it's gone. That is skyrocketing. Elliot let off because I swear I told him that we changed wastegate springs but we were throwing a lot of information at him. This car is an animal, absolute animal. It's quite a bit of gas right now, like 200 horsepower a little bit. All the little points you see, however much smoothing, you put it on the graph right there, see I would set it at 10, so it's just applying a smoothing factor between all those points. I see. Whereas the data on the other screen, if you go back to it, it's just showing, so if there's any lumps where the power would just peak up real fast, that would show that, whereas this chart would smooth that little bump out. This is a Mustang dyno? Yeah, it's a Mustang 500 SE, which means single eddy, so that bump back there is a single eddy. I'm trying to see where the torque actually stops, but that's like a boost curve too. We're 15% into the second. Oh, so they're working? Yeah, it's all working. I already did some earlier tests. She sounded so good. Wait, two gallons after three pulls? Sounds good. What I was going to do actually is just after every pull you stop, I was going to add more gas. We're at 28% duty cycle. Oh my God. Yeah, it's liking it, so. We have plenty of injector to do what we're going to do, so I'm not going to monkey around. Another 200 RPMs or something? Yeah, yeah. And that jumped another 50 horsepower? Yeah. Look at that, 666 pounds of torque. The torque's disgusting. I'm not used to how violent it is, so I'm trying to be overly cautious. Because once I decide to pull off, it's already shooting up 1,000 RPM. The torque curve is keep going up and up because the boost is also going up as RPM. Wow. It would have broke by now, I guarantee it. What's your strategy from here? What's our next couple pulls in your mind? I'm just going to increase the RPM. RPM, RPM, RPM? Yeah. I want to point out, that is a 106 millimeter turbo. Let's remember that. That's the largest turbo until the 47 comes out. That is the largest turbo Garrett makes. This car is spooling well below that. We're getting positive boost in the 3,000. What we're going to do next is just continue increasing it by 500 RPM each time, and then the boost goes up at 18 pounds of boost. Put it in perspective, we made the 900, 950, or 920, somewhere there, at 35 pounds of boost on the three rotor. Those pumps are on low, and we finally hit the limits of low. I'm not saying that these are the peak. The ECU could accommodate, we could continue going up, but that's not what we got these pumps for. Right now, we're at 820, 840 horsepower, and that's on the fuel pumps at low on E85. Here we are. Watch this. What I'm going to do is I'm going to go ahead and just go from low to high by ungrounding the two signal lines. There's one. There's two. We now have two pumps running at full. Pissed off, ready to go. Isaiah just put half a gallon of gas just to top it off after one pull. After just that one pull, and we're at what? 7,000? It went from MPG to- Oh, sorry. We're at 6,500 RPM. Up in the fuel pressure, added fuel. Wastegates are opening up, and it's time to plug in the wastegate controller. These are still just cold, right next to one of the hottest things on earth. So far, nothing. There's been some ---- flying. Yeah, there's ---- flying, yeah. Oh, man. You're shaking the room up. You're dusting it out for me. Yeah, yeah. It's kind of happy here. I know we want that. It looks like it's actually getting that much power, but it's getting a lot more torque. And I can tell. Oh, we're seeing, we're seeing. I can tell, because it's high. Yeah. 780 from all the torque or something? 980, that's what it is. I didn't even look. I was too busy looking over here. You mean 21 when you go home? Yeah, 980. We were going to make 500 horsepower. That was the set goal, because you were even too, like, hey. Yeah, you're right. Let's not overshoot this. And wow, we're almost there. Let's make this happen. Yep. We built this motor on two tires. That's ******* great. In three days. Three days, two tires. We're at 980 at the wheels on a Mustang Dyno all-wheel drive. This is a rotary, and we're at 700, almost 800 foot-pounds of torque. And it's just up there, and it holds. This is just a nasty, nasty car. Remember, this thing weighs 2,400 pounds right now. 980 is a thousand to me, but I want to see four digits. I promised this a long, long time ago, and I'm not giving you guys anything less. Doing this is proving to people. Not only are we making it once. We've made it several times, really. You want to see how many dyno pulls we've done? Yeah, yeah. How many dyno pulls have we done? Oh, yeah, you're right. Oh, my God. We ******* did it. We did it. That was confetti. We did it. 1014. We got confetti from all the heat wrap on the exhaust that I set there. That couldn't have gone any better. Oh, my God. It's definitely held together well. I still got my arms. That needs to be in the video. Well, it's conquered. I'm not doing it again. It still runs. We were basically doing 1,000 horsepower pulls over and over again. You know how it is with the internet. This is the team that put this together all the way from assembling an engine that a lot of you said would never run to pulling multiple 1,000 horsepower all-wheel drive pulls. She's coming off the rollers perfectly fine. It's running. We just broke it in is basically how that feels. We did it.