Info: Turbo Swaps
Agreed. People ask why I want the RAD turbo and not an X swap because there is so much more potential when you go that route. My response: because I don;t want to make it easier for me to just buy one part and blow my car up. With a RAD, I am at the top point I can go without a bunch more work, and undoing things I have already done... If I got X Swap, all I have to do is throw a bigger turbo on and I have more power... no reason to tempt myself.
There are a ton of other things that happen when you get to this level. Welcome to the last 7 months of my life.
It's been a total pain in the *** as there are so many factors that come into play you have a hard time knowing which way is up.
I finally have shifting down. First to second is still being a pita.
I really really really need a spare TCU....
It's been a total pain in the *** as there are so many factors that come into play you have a hard time knowing which way is up.
I finally have shifting down. First to second is still being a pita.
I really really really need a spare TCU....
. You know we appreciate you Bryan. As for what Eyedreamnt said, its so true. Whats holding you back from upping the boost even more and more on a X swap? Maybe a few more dollars and the need for an extra 1/2 in push in your seat. I will definitely be going with the RAD turbo, injectors plus tune for now. Ill have a 12 second car and Ill be happy.
Until the brains of this SST and TCU can be figured out by awesome individuals like Bryan and whatever company is doing R & D. I shall be happy unless of course the Evo XI diesel-hybrid is unexpectedly awesome
haha 
There are a ton of other things that happen when you get to this level. Welcome to the last 7 months of my life.
It's been a total pain in the *** as there are so many factors that come into play you have a hard time knowing which way is up.
I finally have shifting down. First to second is still being a pita.
I really really really need a spare TCU....
It's been a total pain in the *** as there are so many factors that come into play you have a hard time knowing which way is up.
I finally have shifting down. First to second is still being a pita.
I really really really need a spare TCU....
Agreed. People ask why I want the RAD turbo and not an X swap because there is so much more potential when you go that route. My response: because I don;t want to make it easier for me to just buy one part and blow my car up. With a RAD, I am at the top point I can go without a bunch more work, and undoing things I have already done... If I got X Swap, all I have to do is throw a bigger turbo on and I have more power... no reason to tempt myself.
"Gives heartfelt and warm hug"
. You know we appreciate you Bryan.
As for what Eyedreamnt said, its so true. Whats holding you back from upping the boost even more and more on a X swap? Maybe a few more dollars and the need for an extra 1/2 in push in your seat. I will definitely be going with the RAD turbo, injectors plus tune for now. Ill have a 12 second car and Ill be happy.
Until the brains of this SST and TCU can be figured out by awesome individuals like Bryan and whatever company is doing R & D. I shall be happy unless of course the Evo XI diesel-hybrid is unexpectedly awesome haha 
. You know we appreciate you Bryan. As for what Eyedreamnt said, its so true. Whats holding you back from upping the boost even more and more on a X swap? Maybe a few more dollars and the need for an extra 1/2 in push in your seat. I will definitely be going with the RAD turbo, injectors plus tune for now. Ill have a 12 second car and Ill be happy.
Until the brains of this SST and TCU can be figured out by awesome individuals like Bryan and whatever company is doing R & D. I shall be happy unless of course the Evo XI diesel-hybrid is unexpectedly awesome
haha 
And then... your trans or motor is exploded. Like the BMI in the picture above. Again, this may or may not have happened in my old Civic...
8psi? Fun! MOAR! 10psi! 12psi! MOAR! 17psi! Oops, cracked my crankshaft.
I don't understand why people are referring to an X turbo swap as some kind of outrageous T4 setup or something. An X swap isn't going to destroy anything. a properly tuned SST can handle anything the X turbo can put out
pushing near 400tq will probably blow the block, so there's no reason to go near that range anyway - regardless of SST. I don't see this as a problem
the GT-R can put out so much power because we have access to the TCU. I got to see the SSP GT-R being put together for TX Mile (helped out a little bit too), and it was staggering how much was possible from a tuning standpoint. Sooner or later, the SST is bound to be cracked as well - it just doesn't help that the 5speed GSR has given plenty of people a way to jump-ship and give up on the SST.
pushing near 400tq will probably blow the block, so there's no reason to go near that range anyway - regardless of SST. I don't see this as a problem
the GT-R can put out so much power because we have access to the TCU. I got to see the SSP GT-R being put together for TX Mile (helped out a little bit too), and it was staggering how much was possible from a tuning standpoint. Sooner or later, the SST is bound to be cracked as well - it just doesn't help that the 5speed GSR has given plenty of people a way to jump-ship and give up on the SST.
I don't understand why people are referring to an X turbo swap as some kind of outrageous T4 setup or something. An X swap isn't going to destroy anything. a properly tuned SST can handle anything the X turbo can put out
pushing near 400tq will probably blow the block, so there's no reason to go near that range anyway - regardless of SST. I don't see this as a problem
the GT-R can put out so much power because we have access to the TCU. I got to see the SSP GT-R being put together for TX Mile (helped out a little bit too), and it was staggering how much was possible from a tuning standpoint. Sooner or later, the SST is bound to be cracked as well - it just doesn't help that the 5speed GSR has given plenty of people a way to jump-ship and give up on the SST.
pushing near 400tq will probably blow the block, so there's no reason to go near that range anyway - regardless of SST. I don't see this as a problem
the GT-R can put out so much power because we have access to the TCU. I got to see the SSP GT-R being put together for TX Mile (helped out a little bit too), and it was staggering how much was possible from a tuning standpoint. Sooner or later, the SST is bound to be cracked as well - it just doesn't help that the 5speed GSR has given plenty of people a way to jump-ship and give up on the SST.
I agree that an X swap wouldn't pose a problem to the SST, for that matter a RAD shouldn't either. We're looking at what happens when you go beyond those, and get into something like a BBX lite, BBX, FP red... etc, and start pushing the envelope at and beyond 350wtq.
My RA was fine with the BBX lite on 91 octane. As soon as I went to E85 and started making real power is where all the "issues" started.
There was one point where my RA was basically undriveable if you wanted to have any fun with it. Puting around to work and home was fine but obviously that is not why we own these cars.
It was VERY frustrating, espically when I could have just drivenmy Evo when I wanted to have fun and not have to worry about if it would shift at all from first to second or not take 10 secs to shift from 3rd to 4th at WOT, or just sit at the rev limiter, or close the throttle, etc etc.
Right now, currently. The RA *needs* the added pressure that S-Sport can give if you want to go beyond the level where my RA is at and you like shifting and not having clutches slip when you suddenly go WOT or you actually want to go WOT from 1st to 2nd gear at more then 15psi. Currently we have no way of doing that except for swapping the TCU unit.
The TCU unit is like an elusive unicorn. It's almost impossible to find a spare.
The clutch pressure is the biggest hold back now for RA owners. I don't care about people saying they have 360-400wtq on a RA. I call 100% total BS on ANY claim of that unless it's glory pulls in ONE GEAR on the dyno or its on the Cobb MoonStangJet(s).
Last edited by razorlab; Oct 26, 2011 at 12:14 PM.
See my post above.
My RA was fine with the BBX lite on 91 octane. As soon as I went to E85 and started making real power is where all the "issues" started.
There was one point where my RA was basically undriveable if you wanted to have any fun with it. Puting around to work and home was fine but obviously that is not why we own these cars.
It was VERY frustrating, espically when I could have just drivenmy Evo when I wanted to have fun and not have to worry about if it would shift at all from first to second or not take 10 secs to shift from 3rd to 4th at WOT, or just sit at the rev limiter, or close the throttle, etc etc.
Right now, currently. The RA *needs* the added pressure that S-Sport can give if you want to go beyond the level where my RA is at and you like shifting and not having clutches slip when you suddenly go WOT or you actually want to go WOT from 1st to 2nd gear at more then 15psi. Currently we have no way of doing that except for swapping the TCU unit.
The TCU unit is like an elusive unicorn. It's almost impossible to find a spare.
The clutch pressure is the biggest hold back now for RA owners. I don't care about people saying they have 360-400wtq on a RA. I call 100% total BS on ANY claim of that unless it's glory pulls in ONE GEAR on the dyno or its on the Cobb MoonStangJet(s).
My RA was fine with the BBX lite on 91 octane. As soon as I went to E85 and started making real power is where all the "issues" started.
There was one point where my RA was basically undriveable if you wanted to have any fun with it. Puting around to work and home was fine but obviously that is not why we own these cars.
It was VERY frustrating, espically when I could have just drivenmy Evo when I wanted to have fun and not have to worry about if it would shift at all from first to second or not take 10 secs to shift from 3rd to 4th at WOT, or just sit at the rev limiter, or close the throttle, etc etc.
Right now, currently. The RA *needs* the added pressure that S-Sport can give if you want to go beyond the level where my RA is at and you like shifting and not having clutches slip when you suddenly go WOT or you actually want to go WOT from 1st to 2nd gear at more then 15psi. Currently we have no way of doing that except for swapping the TCU unit.
The TCU unit is like an elusive unicorn. It's almost impossible to find a spare.
The clutch pressure is the biggest hold back now for RA owners. I don't care about people saying they have 360-400wtq on a RA. I call 100% total BS on ANY claim of that unless it's glory pulls in ONE GEAR on the dyno or its on the Cobb MoonStangJet(s).
My car makes 350 ft lbs on e-85. That is the lowest I can get it to on E-85 and the BBX-Lite. In the November DSport article they totally missquote me in one place as saying 400 ft lbs is ok and another place that 450 ft lbs is ok. That is not ok :-P Dont try that at home.
At 350 ft lbs my tranny and clutch are dealing with it. On a road course and dragster track 20 you can tell it would be happier with less. For the DSport test alone in three days it ran 4 sessions with semi pro drivers at Willow Springs (Robby Montinolla and Tyler Mguire) and at Fontana 8 passes with Stephan Papadakis and Michael Ferrara both driving it. Then they dynoed it the next day at GReddy on the Mustang dyno they have there. The car still drives fine on the street.
My transmission shift tables are still untuned. I have had good cooling on it since I first modded it and tuned it way back when. I think never hitting the "cool down" warning come on helps. Once you get a clutch slip going on I think it comes easier and easier in the future.
If I didnt own a shop and have access to cool stuff I probably would keep torque to 320 ft lbs max and keep it cool with an aftermarket cooler setup. I am pushing the limits because I can and it is my place to do it. This car is definitely at the limit.
Mike W
At 350 ft lbs my tranny and clutch are dealing with it. On a road course and dragster track 20 you can tell it would be happier with less. For the DSport test alone in three days it ran 4 sessions with semi pro drivers at Willow Springs (Robby Montinolla and Tyler Mguire) and at Fontana 8 passes with Stephan Papadakis and Michael Ferrara both driving it. Then they dynoed it the next day at GReddy on the Mustang dyno they have there. The car still drives fine on the street.
My transmission shift tables are still untuned. I have had good cooling on it since I first modded it and tuned it way back when. I think never hitting the "cool down" warning come on helps. Once you get a clutch slip going on I think it comes easier and easier in the future.
If I didnt own a shop and have access to cool stuff I probably would keep torque to 320 ft lbs max and keep it cool with an aftermarket cooler setup. I am pushing the limits because I can and it is my place to do it. This car is definitely at the limit.
Mike W
I did some searching myself, as I posted in another thread discussing the TCU problem, where I searched through the information available at dealer level about the TC-SST. It doesn't look like cracking the TCU will be an easy task at all. At dealership level, the TCU firmware cannot be modified in any way. This means we need to crack the code that either Getrag or Mitsu corporate Japan has applied to the firmware (I'm unable to find any resources that show exactly who did the final buttoning up of the firmware). Thanks for sharing your experiences, Bryan. Based on what I know from reading threads here and from going through the Mitsu service manuals + tech articles, what you're trying to do for the community could net you a P.Eng in automotive engineering.
SO what type of dyno are we talking about for this 350 #? A mustang dyno reads different then a dynojet/pack and so one. I also realize that all dynos read differently even if same type.
The TCU unit is like an elusive unicorn. It's almost impossible to find a spare.
The clutch pressure is the biggest hold back now for RA owners. I don't care about people saying they have 360-400wtq on a RA. I call 100% total BS on ANY claim of that unless it's glory pulls in ONE GEAR on the dyno or its on the Cobb MoonStangJet(s).
The clutch pressure is the biggest hold back now for RA owners. I don't care about people saying they have 360-400wtq on a RA. I call 100% total BS on ANY claim of that unless it's glory pulls in ONE GEAR on the dyno or its on the Cobb MoonStangJet(s).
I've been going to salvage yards lately trying to find a TCU for ya, no luck yet. I figure if it can be found in a salvage yard, its gonna be in Northern VA where people drive like idiots and have tons of money to spend on MRs. If my car gets wrecked I'm taking that damn thing out while the tow truck is on the way and sending it to you.
Has anyone looked into a mechanical method of upping the clutch pressure via modifications to the hydraulic system or does the tcu have logic in it that monitors the clutch pressure and adjusts with a feedback loop?
I'm not sure if there is a logic loop for clutch pressure built into the TCU, but I would venture a guess that this would cause drivability issues due to the fact that the clutch pressure isn't constant and varies based on load... might be fine at WOT, but when driving to get your groceries or an ice cream cone... I dunno.