Custom GT35R Kit - Pics + Dyno
Originally Posted by Ted B
The clutch can't hold up, that's the problem and why we had to stop
I'll tell you what - for all the people that say the stock clutch sucks I have to partially disagree. If you drag race then yes, it is not optimal. If you are going to drive on the street and not launch on it, it seems to be more than capable for handling a 500hp car. Ted's had drag strip abuse on it and 37k miles, and he says it holds on the street just fine at this power level.
Originally Posted by Ted B
The clutch can't hold up, that's the problem and why we had to stop at 430whp.
Last edited by sleet; Jun 1, 2006 at 09:15 PM.
A bit more from the dyno room . . .
My original plan was to have Shiv reflash the ECU for the larger (850cc/hr) injectors and tune it myself on a different day. However, after carefully observing tuning session after tuning session, it became apparent that Shiv was going to accomplish more in an hour than I was going to do in a day, so I turned it over to him. I'm very impressed with how much time and attention he pours into tuning every car. This turned out to be a very good decision and money well spent. He got me equipped with the new Xede conditional logic and lean run protect that stops the party in the event the mixture suddenly goes lean due to meth injection failure. This is very advantageous, as my early version meth pump took a dive on the way home due to a bad seal. No harm done. I just flipped the switch to the pump map and I'm fine. Talk about good timing, eh?
With the TME and 20G9-6, I used a +2/0 setting with the HKS 280s, which focuses on maximizing midrange torque. I didn't feel this was the best setting for a GT35R, which requires moving the torque peak upward in the rpm range if best power is going to be realized. I elected to keep the tight LSA, but I moved both lobe centerlines back 2 degrees, which results in a 0/-2 setting. I would be curious to make back-to-back comparison tests, but I'll have to do that another day.
For those who genuinely wonder what's it's like to have a GT35R on the car, let me just say that it completely changes the character of the car. Whether one likes it or not depends upon what he/she expects in the way of power delivery, so don't automatically assume that more power is always better. I advise anyone who is contemplating such a setup to find a way to drive a comparably equipped EVO before he jumps into it.
The VTA WG dump is a bit loud, but not too bad. The cut out is louder. At WOT, it sounds quite different than it did when equipped with smaller turbos. The only way I can describe it is 'angry trumpets blowing'. The tubular manifold has a certain resonance to it that contributes to this. I found out quickly that golfers don't like it, but that's just too bad now isn't it?
I was concerned that the car would feel like a pig in the big hills, but it feels just fine. The Xede's S.M.A.R.T. setup constantly optimizes part throttle ignition settings, so there is no shortage of part throttle torque anywhere. The car is just as tractable as it's ever been. If you want to get into boost quickly however, you (must) downshift and drop the pedal, there is a whistle, and then comes a big rush of power that comes on and threatens to bury the tach. It's no longer a matter of watching the tach for the optimum shift point, but a challenge for the reflexes to shift before it's into the rev limiter.
If you're within a few hundered miles of ATL, I strongly suggest coming to Dyno4mance for the bi-annual dyno day with Shiv. The facility is very spacious, Andrew and company are always exceptionally accomodating and helpful. Likweise, Shiv is always very courteous, professional, and thorough. You won't leave without making new friends and learning something, and that I can guarantee.
As for my turbo kit, let's just say that everyone was marveling at the quality of the work and attention to detail that Walker Morgan put into it. I'm speaking not only of the welding and such, but the attention to engineering detail and flow characteristics. We started with a GT35R with Garrett .63 A/R hotside with 3" V-band dump and TiAl 44mm WG, and the rest was done pretty much from the ground up.
We're only at 25psi and right around 500whp (DJ). My next project is to get busy getting the rest of the upgrades together, and we'll see what happens when we crank another 10 psi through it.
My original plan was to have Shiv reflash the ECU for the larger (850cc/hr) injectors and tune it myself on a different day. However, after carefully observing tuning session after tuning session, it became apparent that Shiv was going to accomplish more in an hour than I was going to do in a day, so I turned it over to him. I'm very impressed with how much time and attention he pours into tuning every car. This turned out to be a very good decision and money well spent. He got me equipped with the new Xede conditional logic and lean run protect that stops the party in the event the mixture suddenly goes lean due to meth injection failure. This is very advantageous, as my early version meth pump took a dive on the way home due to a bad seal. No harm done. I just flipped the switch to the pump map and I'm fine. Talk about good timing, eh?
With the TME and 20G9-6, I used a +2/0 setting with the HKS 280s, which focuses on maximizing midrange torque. I didn't feel this was the best setting for a GT35R, which requires moving the torque peak upward in the rpm range if best power is going to be realized. I elected to keep the tight LSA, but I moved both lobe centerlines back 2 degrees, which results in a 0/-2 setting. I would be curious to make back-to-back comparison tests, but I'll have to do that another day.
For those who genuinely wonder what's it's like to have a GT35R on the car, let me just say that it completely changes the character of the car. Whether one likes it or not depends upon what he/she expects in the way of power delivery, so don't automatically assume that more power is always better. I advise anyone who is contemplating such a setup to find a way to drive a comparably equipped EVO before he jumps into it.
The VTA WG dump is a bit loud, but not too bad. The cut out is louder. At WOT, it sounds quite different than it did when equipped with smaller turbos. The only way I can describe it is 'angry trumpets blowing'. The tubular manifold has a certain resonance to it that contributes to this. I found out quickly that golfers don't like it, but that's just too bad now isn't it?
I was concerned that the car would feel like a pig in the big hills, but it feels just fine. The Xede's S.M.A.R.T. setup constantly optimizes part throttle ignition settings, so there is no shortage of part throttle torque anywhere. The car is just as tractable as it's ever been. If you want to get into boost quickly however, you (must) downshift and drop the pedal, there is a whistle, and then comes a big rush of power that comes on and threatens to bury the tach. It's no longer a matter of watching the tach for the optimum shift point, but a challenge for the reflexes to shift before it's into the rev limiter.
If you're within a few hundered miles of ATL, I strongly suggest coming to Dyno4mance for the bi-annual dyno day with Shiv. The facility is very spacious, Andrew and company are always exceptionally accomodating and helpful. Likweise, Shiv is always very courteous, professional, and thorough. You won't leave without making new friends and learning something, and that I can guarantee.
As for my turbo kit, let's just say that everyone was marveling at the quality of the work and attention to detail that Walker Morgan put into it. I'm speaking not only of the welding and such, but the attention to engineering detail and flow characteristics. We started with a GT35R with Garrett .63 A/R hotside with 3" V-band dump and TiAl 44mm WG, and the rest was done pretty much from the ground up.
We're only at 25psi and right around 500whp (DJ). My next project is to get busy getting the rest of the upgrades together, and we'll see what happens when we crank another 10 psi through it.
Last edited by Ted B; May 22, 2006 at 07:54 AM.
I haven't totaled all the nickels and dimes as of this point, but I can say that where the price of current GT35R kits + installation are concerned, it wasn't cheapest, but neither was it the most expensive. The quality however is absolutely top notch.
