1990 Mazda Rx7 Turbo-Highly Modified
05-02-06, 02:04 PM
#1
Pit Crew
Thread Starter
1990 Mazda Rx7 Turbo-Highly Modified
Matt LaJoy’s 1990 MAZDA RX-7 TURBO II
Halsmersport GTO Edition
Asking Price: $8,500 (or trade for nice SC400)
I plan on making the move to an SC400 or a 3rd Gen Rx7, so the time has come to sell my car. This is a SUPER RARE 1990 RX-7 Turbo II in near-showroom condition inside and out. This is the very limited Halsmersport GTO Edition. Very few were produced. Rather than describe the rarity of the car, it would be much easier if you read the article in Turbo Magazine (circa Sept. 1991). See the scanned article and tons of pictures of my car at the following link:
http://www.izzyz.com/Rx7Zoom/
I also have an original 1992 Mazda parts calendar with the Halsmersport race car featured, and a Halsmersport poster. I've owned this car since February 2005. The previous owner was old-school Team FC3S member Kenny Lew, who purchased it in1994.
The engine was rebuilt 5k ago. The odometer had 102K miles when engine was rebuilt, and the car now has 106K. The exterior paint is in near showroom condition and is still the original paint. No rust anywhere, since this car spent it previous life in San Fransico, California. The paint surface is smooth and glossy and the car has been garaged its entire life. Interior is close to mint condition.
Just about everything in the car has been modified and upgraded. At 102K miles, the engine was completely rebuilt by Paul Elenga at Rotorsport in California. Both rotor housings are brand new. The intake and exhaust ports were street-ported and polished. The two rotors were machined-lightened to lower rotating mass (less than 9lbs ea) and were machined to fit 3mm apex seals. Then the rotors were balanced along with the entire rotating assembly (pulley, eccentric shaft, flywheel, clutch disk, and pressure plate). The engine can easily spin above 10k rpm but for longevity, reliability, and safety reasons, 8,500 rpm is the recommended redline.
The stock electronic oil metering pump was eliminated (blocked off with a plate) as well as the oil injectors and lines. 2 stoke oil pre-mixed in the gas must be used when filling up. All emission devices were removed and block off plates were installed in their place. Oil pump and pressure regulator are stock but a baffle plate was installed in the oil pan. The stock power steering pump and rack was ditched in favor of a manual rack to free up engine power and weight as well as the air pump, a/c compressor, and fan clutch. A double pulley system spinning the alternator is the only accessory driven component on the engine. Finally, the engine sits on top of heavy-duty motor mounts. All the above engine work was performed by Paul Elenga at Rotorsport.
ENGINE
*Completely built and blueprinted 13BT motor
*3mm apex seals
*Machine lightened rotors (less than 9lbs ea)
*Streetported
*Balanced rotating assembly (front pulley to pressure plate)
*Double pulley system
*Manual steering rack
*A/C, air pump, and all emission devices removed
*Running pre-mix 2 stroke oil (oil metering pump removed)
*BUR9EQ trailing and leading spark plugs
*Ultra 8mm spark plug wires
*Racing Beat engine torque brace
*Mazdaspeed motor mounts
*Racing Beat oil baffle pan
(See Pics of the engine build-up process)
The car has the HKS sport turbo upgrade and the Racing Beat turbo back exhaust. Before the installation of the HKS TO4E turbo, the turbo was sent to Turbonetics to have the center section converted to a ball bearing center. The downpipe is coated with Jet Hot's 2000F coating for heat retention.
TURBO & EXHAUST SYSTEM
*HKS sport turbo upgrade converted to ball bearing turbo
-TO4E .81 A/R; O-Trim;
-HKS 40mm stainless external wastegate with 10psi spring (.7 bar)
*HKS cast exhaust manifold with external wastegate flange
*Racing Beat turbo-back exhaust system (RSR)—3" downpipe
*Jet Hot coated (2000F) downpipe.
*HKS EVC IV electronic boost controller
(See Pics of the turbo and exhaust system)
The Mazdaspeed clutch is a sprung 3 puck copper disc. Coupled with the 12 lb Racing Beat aluminum flywheel, the engine needs slightly higher revs to get the car going from a stop but the engine revs up quickly and smoothly. A Mazdaspeed short shift kit makes shifting more precise and quick. The rear end has been rebuilt using a higher ratio (4.30) ring and pinion gear. A Torsen rear differential was added to the mix for better performance in the turns.
CLUTCH & DRIVETRAIN
*Racing Beat Aluminum Flywheel (12 lb)
*Mazdaspeed pressure plate with 3 puck sprung copper disc
*S/S braided clutch line
*Torsen rear differential
*4.30 ring and pinion
*Mazdaspeed short shift kit
(See Pics of the clutch and flywheel)
The stock engine management was junked in a favor of a Haltech E6K fuel management for better control and more flexibility. Installation and tuning was performed by Paul Ko at K2RD. Paul also custom fabricated aluminum primary and secondary fuel rails to fit the 850cc primary and 1100cc secondary injectors and stainless steel-braided fuel lines with AN fittings and an SX fuel filter. A Paxton adjustable fuel pressure regulator with pressure gauge was installed to maintain adequate fuel pressure along with a fuel pump from a Cosmo (20B). The secondary throttle plates were removed from the throttle body to eliminate restriction.
FUEL MANAGEMENT
*Haltech E6K Fuel Computer with associated sensors
*AEM Wideband UEGO Oxygen Sensor and gauge
*RC Engineering fuel injectors (850cc primaries & 1100cc secondaries)
*Cosmo 20B fuel pump
*Custom aluminum primary and secondary fuel rails
*Full stainless steel braided fuel lines with AN fittings and SX fuel filter
*Paxton adjustable fuel pressure regulator with pressure gauge
*Secondary throttle plates removed along with all emission devices on the throttle body
(See Pics of the fuel system)
Engine cooling was top priority for reliability and longevity. The engine breathes air through an HKS Super Mega Powerflow intake and is then chilled through the HKS front mount intercooler before reaching the engine. Pressurized air is released from the HKS Super Sequential Blow-Off Valve when the throttle plates close. The engine coolant is cooled as it passes through the large Knight Sports aluminum radiator. Supplementing the radiator is a custom-made fiberglass shroud enclosing a high velocity Flex-a-Lite Black Magic M-150 electric fan and an aluminum radiator support panel. Boiling point is raised with the use of a Mazdaspeed high pressure radiator cap. The oil is cooled as it passes through stainless steel braided oil lines into the stock oil cooler. The stock oil cooler efficiency has been enhanced with 4 custom-made high velocity fans. The radiator fan is activated by the Haltech or by a dash-mounted switch. The oil cooler fans are activated by the dash-mounted switch. Excess oil blow-by is caught in the Cusco oil catch can.
INTERCOOLER, OIL, AND COOLING SYSTEM
*Knight Sports aluminum radiator
*Mazdaspeed high pressure radiator cap
*Mariah Motorsport custom fiberglass shroud and Flex-a-Lite Black Magic M150 electric fan and switch
*Border aluminum radiator support panel
*Racing Beat S/S braided oil lines
*Custom oil cooler fans and switch
*FC3S.org polished oil filter pedestal for pressure and temp sensors
*Cusco oil catch can
*HKS front mount intercooler
*HKS Super Mega Flow intake
*HKS Super Sequential Blow-Off Valve
(See Pics of the lubrication and cooling system)
The front brakes were upgraded to larger 13" dia. (over 1" thick) 2 piece Powerslot rotors with aluminum anodized blue hats. Clamping down on these big rotors are 4 piston aluminum AP Racing calipers. Too keep the pedal pressure firm and constant, a larger brake master cylinder from a Mazda 929 was installed as well as stainless steel braided brake lines at all four corners. Brake pads were upgraded to Hawk HP Plus and brake fluid to AP 550. To accommodate the large front brakes, a set of 2 piece Racing Sparco wheels were imported from Japan. The fronts are sized 17x8 and mounted with Yokohama A032R's sized 225/45-R17 while the rears are 17x9 with 255/40-R17 tires. The lips on each wheel are polished to a shine for better visual effects.
I currently have 2 different sets of suspension for this car. First is a set of Tokico Illumina adjustable (5 way) struts with Eibach Pro-Kit red springs. Second is a set of HKS Hipermax II full coilovers imported from Japan. The front struts are inverted like the EVO and STi and come with pillow ball camber plates. To round-out the suspension, larger front and rear Racing Beat sway bars and adjustable end links were installed along with Racing Beat's rear toe eliminator and adjustable rear camber rod. Cusco front and rear strut tower bars and lower arm bar tightened up the chassis.
SUSPENSION, BRAKES, & WHEELS/TIRES
*Tokico Illumina 5-Way Adjustables with Eibach Pro-Kit Racing Springs
*HKS Hipermax II adjustable (30 way) coilover suspension kit w/front camber plates and pillow ball mounts
*Racing Beat front and rear sway bars and adjustable end links
*Racing Beat rear camber adjustable rod
*Racing Beat rear toe eliminator
*Cusco front and rear strut tower bars and lower arm bar
*Racing Sparco NS-II Vipers (2 piece) with polished lip 17x8 ft / 17x9 rr
*Yokohama A032R tires 225/45 front 255/40 rear
*929 brake master cylinder w/custom made s/s braided lines
*13” Powerslot slotted brake rotors w/aluminum hats (FRONT)
*AP Racing 4 piston aluminum calipers with custom S/S braided brake lines (FRONT)
*Racing Beat Stainless Steel Braided Brake Lines (REAR)
*Hawk HP Plus brake pads and AP 550 brake fluid
(See Pics of the suspension, brakes, & wheels/tires)
Interior upgrades reflect practicality over dress-up. To monitor engine vitals, HKS water temp, oil temp, and oil pressure gauges were installed along with an HKS EGT gauge to monitor exhaust temps. Imported from Japan is an Omori din-sized 3 gauge holder along with a few RE Amemiya goodies. Boost pressure is monitored on a huge 80mm RE Amemiya boost gauge and is mounted in RE Amemiya's gauge holder mounted in the driver's door vent. To keep tabs on the engines rev-happy nature, the stock tach was swapped out for RE Amemiya's 10k rpm tach. Old school mods are the Razo Titanium pedals, Momo steering wheel, Mazdaspeed leather-wrapped shift ****, and Mazdaspeed's rotor-shaped aluminum oil filler cap.
INTERIOR & ACCESSORIES
*HKS 46mm water and oil temp, oil pressure, and EGT gauges
*Omori din-size 3 gauge holder
*RE Amemiya 80mm boost gauge
*RE Amemiya 80mm gauge holder (replaces driver door vent)
*RE Amemiya 10k RPM tachometer
*MOMO steering wheel
*Mazdaspeed leather-wrapped shift ****
*Razo Titanium pedals
*Mazdaspeed rotor-shaped aluminum oil filler cap
(See Pics of the interior)
Exterior mods are also pretty subtle. An RE Amemiya reverse hood vent was added since the stock hood scoop is no longer needed due to the front mount intercooler. A KSP headlight vent lid allows fresh air into the intake. The stock discolored flash-to-pass lenses were ditched in favor of the JDM city light lenses. They're wired to light up when the parking lights are on. D-Speed clear side marker lenses replace the stock red and amber lenses.
EXTERIOR
*RE Amemiya reverse hood vent (replaces stock hood scoop)
*KSP headlight vent lid
*JDM city lights (replaces stock FTP lenses)
*D-Speed clear side marker lights (front and rear)
(See Pics of the exterior)
DRIVING EXPERIENCE
The engine runs super smooth and is extremely responsive. It revs very freely and willingly due to the lightweight flywheel, machined lightened rotors, no additional accessories (just alternator), and the engine being fully balanced. The HKS/Turbonetics ball bearing turbo has great mid-range power and is great for the street. Turbo lag is very minimal. Boost comes on starting around 2500k RPM and pulls extremely hard to redline. Boost engagement is dramatic, causing the wheels to spin even at 30 or 40 mph. The car pulls like a big-block V8. Even when not on boost, the engine itself is eager to rev. During normal street driving, the turbo never needs to spool up to positive boost to get going since the engine makes good power on its own.
When starting from a dead stop, the engine needs to be revved a bit higher than a normal engine due to the lightweight flywheel and 3 puck clutch. The 3 puck clutch is very streetable and engagement is stiffer than a regular clutch. Clutch pedal effort is as light as a stock clutch. The engine idles at around 1k rpm and idles very well considering the big street port. Exhaust noise is pretty low due to the Racing Beat exhaust system which helps keep the exhaust tone on the lower side until boost comes on then the exhaust tone starts to roar (almost literally).
Since the rear end has been rebuilt using a higher ratio (shorter) gearing, acceleration is much more brisk than the stock rear end. The car corners like it is on rails with absolutely no body roll. The Torsen rear end makes cornering fantastic and fun. With the current suspension, the car does not feel too stiff for the street. Works very well with the 17" tires although without power steering, it does take a bit of muscle at very low speeds and when parallel parking.
The rear end was broken in with regular 90wt oil and was switched to synthetic after 500 miles. The tranny has run synthetic oil since new and is the only component on the car that hasn't been upgraded or rebuilt.
Wheelspin is significant due to the incredible amount of power produced by the engine. Wheelspin could be reduced by a set of soft compound street tires or drag radials. The Yokohama’s are great cornering tires, but due to the hard rubber compound, they spin on this higher horsepower car. I’m sure the Yoko’s would not spin on a lower horsepower car. Without even using the boost controller, I am running .7 Bar in 1st and 2nd, and about .8 bar in 3rd. Although I never had the chance to dyno the car, I would conservatively estimate it to be around 350 rear-wheel horsepower. This car is extremely powerful and very, very fast. I am willing to remove bolt-on items to reduce the price. I really want this car to go to a good home. Thanks for your interest.
Matt
Halsmersport GTO Edition
Asking Price: $8,500 (or trade for nice SC400)
I plan on making the move to an SC400 or a 3rd Gen Rx7, so the time has come to sell my car. This is a SUPER RARE 1990 RX-7 Turbo II in near-showroom condition inside and out. This is the very limited Halsmersport GTO Edition. Very few were produced. Rather than describe the rarity of the car, it would be much easier if you read the article in Turbo Magazine (circa Sept. 1991). See the scanned article and tons of pictures of my car at the following link:
http://www.izzyz.com/Rx7Zoom/
I also have an original 1992 Mazda parts calendar with the Halsmersport race car featured, and a Halsmersport poster. I've owned this car since February 2005. The previous owner was old-school Team FC3S member Kenny Lew, who purchased it in1994.
The engine was rebuilt 5k ago. The odometer had 102K miles when engine was rebuilt, and the car now has 106K. The exterior paint is in near showroom condition and is still the original paint. No rust anywhere, since this car spent it previous life in San Fransico, California. The paint surface is smooth and glossy and the car has been garaged its entire life. Interior is close to mint condition.
Just about everything in the car has been modified and upgraded. At 102K miles, the engine was completely rebuilt by Paul Elenga at Rotorsport in California. Both rotor housings are brand new. The intake and exhaust ports were street-ported and polished. The two rotors were machined-lightened to lower rotating mass (less than 9lbs ea) and were machined to fit 3mm apex seals. Then the rotors were balanced along with the entire rotating assembly (pulley, eccentric shaft, flywheel, clutch disk, and pressure plate). The engine can easily spin above 10k rpm but for longevity, reliability, and safety reasons, 8,500 rpm is the recommended redline.
The stock electronic oil metering pump was eliminated (blocked off with a plate) as well as the oil injectors and lines. 2 stoke oil pre-mixed in the gas must be used when filling up. All emission devices were removed and block off plates were installed in their place. Oil pump and pressure regulator are stock but a baffle plate was installed in the oil pan. The stock power steering pump and rack was ditched in favor of a manual rack to free up engine power and weight as well as the air pump, a/c compressor, and fan clutch. A double pulley system spinning the alternator is the only accessory driven component on the engine. Finally, the engine sits on top of heavy-duty motor mounts. All the above engine work was performed by Paul Elenga at Rotorsport.
ENGINE
*Completely built and blueprinted 13BT motor
*3mm apex seals
*Machine lightened rotors (less than 9lbs ea)
*Streetported
*Balanced rotating assembly (front pulley to pressure plate)
*Double pulley system
*Manual steering rack
*A/C, air pump, and all emission devices removed
*Running pre-mix 2 stroke oil (oil metering pump removed)
*BUR9EQ trailing and leading spark plugs
*Ultra 8mm spark plug wires
*Racing Beat engine torque brace
*Mazdaspeed motor mounts
*Racing Beat oil baffle pan
(See Pics of the engine build-up process)
The car has the HKS sport turbo upgrade and the Racing Beat turbo back exhaust. Before the installation of the HKS TO4E turbo, the turbo was sent to Turbonetics to have the center section converted to a ball bearing center. The downpipe is coated with Jet Hot's 2000F coating for heat retention.
TURBO & EXHAUST SYSTEM
*HKS sport turbo upgrade converted to ball bearing turbo
-TO4E .81 A/R; O-Trim;
-HKS 40mm stainless external wastegate with 10psi spring (.7 bar)
*HKS cast exhaust manifold with external wastegate flange
*Racing Beat turbo-back exhaust system (RSR)—3" downpipe
*Jet Hot coated (2000F) downpipe.
*HKS EVC IV electronic boost controller
(See Pics of the turbo and exhaust system)
The Mazdaspeed clutch is a sprung 3 puck copper disc. Coupled with the 12 lb Racing Beat aluminum flywheel, the engine needs slightly higher revs to get the car going from a stop but the engine revs up quickly and smoothly. A Mazdaspeed short shift kit makes shifting more precise and quick. The rear end has been rebuilt using a higher ratio (4.30) ring and pinion gear. A Torsen rear differential was added to the mix for better performance in the turns.
CLUTCH & DRIVETRAIN
*Racing Beat Aluminum Flywheel (12 lb)
*Mazdaspeed pressure plate with 3 puck sprung copper disc
*S/S braided clutch line
*Torsen rear differential
*4.30 ring and pinion
*Mazdaspeed short shift kit
(See Pics of the clutch and flywheel)
The stock engine management was junked in a favor of a Haltech E6K fuel management for better control and more flexibility. Installation and tuning was performed by Paul Ko at K2RD. Paul also custom fabricated aluminum primary and secondary fuel rails to fit the 850cc primary and 1100cc secondary injectors and stainless steel-braided fuel lines with AN fittings and an SX fuel filter. A Paxton adjustable fuel pressure regulator with pressure gauge was installed to maintain adequate fuel pressure along with a fuel pump from a Cosmo (20B). The secondary throttle plates were removed from the throttle body to eliminate restriction.
FUEL MANAGEMENT
*Haltech E6K Fuel Computer with associated sensors
*AEM Wideband UEGO Oxygen Sensor and gauge
*RC Engineering fuel injectors (850cc primaries & 1100cc secondaries)
*Cosmo 20B fuel pump
*Custom aluminum primary and secondary fuel rails
*Full stainless steel braided fuel lines with AN fittings and SX fuel filter
*Paxton adjustable fuel pressure regulator with pressure gauge
*Secondary throttle plates removed along with all emission devices on the throttle body
(See Pics of the fuel system)
Engine cooling was top priority for reliability and longevity. The engine breathes air through an HKS Super Mega Powerflow intake and is then chilled through the HKS front mount intercooler before reaching the engine. Pressurized air is released from the HKS Super Sequential Blow-Off Valve when the throttle plates close. The engine coolant is cooled as it passes through the large Knight Sports aluminum radiator. Supplementing the radiator is a custom-made fiberglass shroud enclosing a high velocity Flex-a-Lite Black Magic M-150 electric fan and an aluminum radiator support panel. Boiling point is raised with the use of a Mazdaspeed high pressure radiator cap. The oil is cooled as it passes through stainless steel braided oil lines into the stock oil cooler. The stock oil cooler efficiency has been enhanced with 4 custom-made high velocity fans. The radiator fan is activated by the Haltech or by a dash-mounted switch. The oil cooler fans are activated by the dash-mounted switch. Excess oil blow-by is caught in the Cusco oil catch can.
INTERCOOLER, OIL, AND COOLING SYSTEM
*Knight Sports aluminum radiator
*Mazdaspeed high pressure radiator cap
*Mariah Motorsport custom fiberglass shroud and Flex-a-Lite Black Magic M150 electric fan and switch
*Border aluminum radiator support panel
*Racing Beat S/S braided oil lines
*Custom oil cooler fans and switch
*FC3S.org polished oil filter pedestal for pressure and temp sensors
*Cusco oil catch can
*HKS front mount intercooler
*HKS Super Mega Flow intake
*HKS Super Sequential Blow-Off Valve
(See Pics of the lubrication and cooling system)
The front brakes were upgraded to larger 13" dia. (over 1" thick) 2 piece Powerslot rotors with aluminum anodized blue hats. Clamping down on these big rotors are 4 piston aluminum AP Racing calipers. Too keep the pedal pressure firm and constant, a larger brake master cylinder from a Mazda 929 was installed as well as stainless steel braided brake lines at all four corners. Brake pads were upgraded to Hawk HP Plus and brake fluid to AP 550. To accommodate the large front brakes, a set of 2 piece Racing Sparco wheels were imported from Japan. The fronts are sized 17x8 and mounted with Yokohama A032R's sized 225/45-R17 while the rears are 17x9 with 255/40-R17 tires. The lips on each wheel are polished to a shine for better visual effects.
I currently have 2 different sets of suspension for this car. First is a set of Tokico Illumina adjustable (5 way) struts with Eibach Pro-Kit red springs. Second is a set of HKS Hipermax II full coilovers imported from Japan. The front struts are inverted like the EVO and STi and come with pillow ball camber plates. To round-out the suspension, larger front and rear Racing Beat sway bars and adjustable end links were installed along with Racing Beat's rear toe eliminator and adjustable rear camber rod. Cusco front and rear strut tower bars and lower arm bar tightened up the chassis.
SUSPENSION, BRAKES, & WHEELS/TIRES
*Tokico Illumina 5-Way Adjustables with Eibach Pro-Kit Racing Springs
*HKS Hipermax II adjustable (30 way) coilover suspension kit w/front camber plates and pillow ball mounts
*Racing Beat front and rear sway bars and adjustable end links
*Racing Beat rear camber adjustable rod
*Racing Beat rear toe eliminator
*Cusco front and rear strut tower bars and lower arm bar
*Racing Sparco NS-II Vipers (2 piece) with polished lip 17x8 ft / 17x9 rr
*Yokohama A032R tires 225/45 front 255/40 rear
*929 brake master cylinder w/custom made s/s braided lines
*13” Powerslot slotted brake rotors w/aluminum hats (FRONT)
*AP Racing 4 piston aluminum calipers with custom S/S braided brake lines (FRONT)
*Racing Beat Stainless Steel Braided Brake Lines (REAR)
*Hawk HP Plus brake pads and AP 550 brake fluid
(See Pics of the suspension, brakes, & wheels/tires)
Interior upgrades reflect practicality over dress-up. To monitor engine vitals, HKS water temp, oil temp, and oil pressure gauges were installed along with an HKS EGT gauge to monitor exhaust temps. Imported from Japan is an Omori din-sized 3 gauge holder along with a few RE Amemiya goodies. Boost pressure is monitored on a huge 80mm RE Amemiya boost gauge and is mounted in RE Amemiya's gauge holder mounted in the driver's door vent. To keep tabs on the engines rev-happy nature, the stock tach was swapped out for RE Amemiya's 10k rpm tach. Old school mods are the Razo Titanium pedals, Momo steering wheel, Mazdaspeed leather-wrapped shift ****, and Mazdaspeed's rotor-shaped aluminum oil filler cap.
INTERIOR & ACCESSORIES
*HKS 46mm water and oil temp, oil pressure, and EGT gauges
*Omori din-size 3 gauge holder
*RE Amemiya 80mm boost gauge
*RE Amemiya 80mm gauge holder (replaces driver door vent)
*RE Amemiya 10k RPM tachometer
*MOMO steering wheel
*Mazdaspeed leather-wrapped shift ****
*Razo Titanium pedals
*Mazdaspeed rotor-shaped aluminum oil filler cap
(See Pics of the interior)
Exterior mods are also pretty subtle. An RE Amemiya reverse hood vent was added since the stock hood scoop is no longer needed due to the front mount intercooler. A KSP headlight vent lid allows fresh air into the intake. The stock discolored flash-to-pass lenses were ditched in favor of the JDM city light lenses. They're wired to light up when the parking lights are on. D-Speed clear side marker lenses replace the stock red and amber lenses.
EXTERIOR
*RE Amemiya reverse hood vent (replaces stock hood scoop)
*KSP headlight vent lid
*JDM city lights (replaces stock FTP lenses)
*D-Speed clear side marker lights (front and rear)
(See Pics of the exterior)
DRIVING EXPERIENCE
The engine runs super smooth and is extremely responsive. It revs very freely and willingly due to the lightweight flywheel, machined lightened rotors, no additional accessories (just alternator), and the engine being fully balanced. The HKS/Turbonetics ball bearing turbo has great mid-range power and is great for the street. Turbo lag is very minimal. Boost comes on starting around 2500k RPM and pulls extremely hard to redline. Boost engagement is dramatic, causing the wheels to spin even at 30 or 40 mph. The car pulls like a big-block V8. Even when not on boost, the engine itself is eager to rev. During normal street driving, the turbo never needs to spool up to positive boost to get going since the engine makes good power on its own.
When starting from a dead stop, the engine needs to be revved a bit higher than a normal engine due to the lightweight flywheel and 3 puck clutch. The 3 puck clutch is very streetable and engagement is stiffer than a regular clutch. Clutch pedal effort is as light as a stock clutch. The engine idles at around 1k rpm and idles very well considering the big street port. Exhaust noise is pretty low due to the Racing Beat exhaust system which helps keep the exhaust tone on the lower side until boost comes on then the exhaust tone starts to roar (almost literally).
Since the rear end has been rebuilt using a higher ratio (shorter) gearing, acceleration is much more brisk than the stock rear end. The car corners like it is on rails with absolutely no body roll. The Torsen rear end makes cornering fantastic and fun. With the current suspension, the car does not feel too stiff for the street. Works very well with the 17" tires although without power steering, it does take a bit of muscle at very low speeds and when parallel parking.
The rear end was broken in with regular 90wt oil and was switched to synthetic after 500 miles. The tranny has run synthetic oil since new and is the only component on the car that hasn't been upgraded or rebuilt.
Wheelspin is significant due to the incredible amount of power produced by the engine. Wheelspin could be reduced by a set of soft compound street tires or drag radials. The Yokohama’s are great cornering tires, but due to the hard rubber compound, they spin on this higher horsepower car. I’m sure the Yoko’s would not spin on a lower horsepower car. Without even using the boost controller, I am running .7 Bar in 1st and 2nd, and about .8 bar in 3rd. Although I never had the chance to dyno the car, I would conservatively estimate it to be around 350 rear-wheel horsepower. This car is extremely powerful and very, very fast. I am willing to remove bolt-on items to reduce the price. I really want this car to go to a good home. Thanks for your interest.
Matt
Last edited by GSoup; 05-08-06 at 07:31 AM. Reason: removed contact info.
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