Finally!... Hit my goal.
06-02-08, 08:21 PM
#31
Lead Lap
Thread Starter
However,ambient air temps were about 90 degrees.Val, compression is 8.5:1; static compression is 160psi +- 2psi on each cylinder. I'm running a stock TT hg and L19 head studs.
-scott
06-03-08, 12:57 AM
#33
is this your car i saw at the tx2k8
i saw you waiting to get some race gas at the meet. i wanted to ask you about your setup but i was on my way out and had to go to work... i was in a black SC that was kitted out with wide wheels... dunno if you saw it or not
i saw you waiting to get some race gas at the meet. i wanted to ask you about your setup but i was on my way out and had to go to work... i was in a black SC that was kitted out with wide wheels... dunno if you saw it or not
06-03-08, 04:42 AM
#35
Lead Lap
Thread Starter
Yes; however, the exhaust is now different than 2k8.
Is it in the background of your first attached pic? Pretty much all SCs catch my eye; so, I'm sure I noticed your car. 
-scott
-scott
06-03-08, 07:39 AM
#37
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wow very impressive numbers, but nothing unexpected when you see teh engine bay 
awesome work and great job on the WG piping back into the midpipe, i would've never thought about angling it like that to maintain turbulance.
awesome work and great job on the WG piping back into the midpipe, i would've never thought about angling it like that to maintain turbulance.
06-03-08, 08:49 AM
#38
Sorry... one more spam. The thing that really put the car over the top was a new exhaust. I went to a 4" DP/MP combination to dual 3" mufflers from Vibrant Performance. I also had the WG recirculated so the car didn't sound like a truck under boost.
Here are some pics of that work. Notice the angle of the WG piping back into the midpipe. That's to keep the turbulance low when recirculating the bypassed exhaust into the main exhaust.
Here's the blending of the WG output into the 4" MP:
My main concern about opening the exhaust was boost creep; fortunately, it wasn't a problem. I'm using an HKS GT wastegate, and it is plenty big as you can see in this picture of the flexed section on the output of the wg.
-scott
Here are some pics of that work. Notice the angle of the WG piping back into the midpipe. That's to keep the turbulance low when recirculating the bypassed exhaust into the main exhaust.
Here's the blending of the WG output into the 4" MP:
My main concern about opening the exhaust was boost creep; fortunately, it wasn't a problem. I'm using an HKS GT wastegate, and it is plenty big as you can see in this picture of the flexed section on the output of the wg.
-scott
Excellent numbers BTW...congrats!
Last edited by evileagle; 06-03-08 at 08:54 AM.
06-03-08, 09:02 AM
#39
Lead Lap
Thread Starter
-scott
06-05-08, 06:21 AM
#45
Lead Lap
Thread Starter
I'm getting quite a few inquiries about the fact there's no distributor.
I replaced the distributor using a Hall sensor to pick off cam/crank from an aftermarket cam gear instrumented with rare earth magnets. The sensor is bolted through the cam dust cover plate and picks off cam and crank triggers from the back side of the cam gear. You can see the pigtail of the sensor looped through the hole where the OEM distributor wires enter the head in post 33, above.
It required modifications to the AEM cam/crank input drivers to convert it from variable reluctance (mag pickup) to hall effect, and I had to change all the fuel and spark phasing, sync tables, and coil settings to account for the change in crank events from 24 to 12.
The GE head is not ported, but it does have Crower springs/retainers and shimless buckets. For a non-ported head, it really performs well under high boost, IMO. I was pretty amazed the car busted the 800 mark on just 32 lbs of boost; that indicates everything (header, IC and piping, intake, head, and exhaust) is flowing very well.
There are no plans for a kit because most of the components are from kits I've purchased throughout the years. Plus, I wouldn't want to put anyone else through what I've had to do to get to this point. I took the long and expensive route! 
-scott
I replaced the distributor using a Hall sensor to pick off cam/crank from an aftermarket cam gear instrumented with rare earth magnets. The sensor is bolted through the cam dust cover plate and picks off cam and crank triggers from the back side of the cam gear. You can see the pigtail of the sensor looped through the hole where the OEM distributor wires enter the head in post 33, above.
It required modifications to the AEM cam/crank input drivers to convert it from variable reluctance (mag pickup) to hall effect, and I had to change all the fuel and spark phasing, sync tables, and coil settings to account for the change in crank events from 24 to 12.
The GE head is not ported, but it does have Crower springs/retainers and shimless buckets. For a non-ported head, it really performs well under high boost, IMO. I was pretty amazed the car busted the 800 mark on just 32 lbs of boost; that indicates everything (header, IC and piping, intake, head, and exhaust) is flowing very well.
There are no plans for a kit because most of the components are from kits I've purchased throughout the years.
Plus, I wouldn't want to put anyone else through what I've had to do to get to this point. I took the long and expensive route! -scott
Last edited by motorheaddown; 06-05-08 at 07:10 AM.