First off this thread is not for my car but for my friends car that i have been helping him build. His sn on here is yfzkevin.
He initially bought the car in march of 2010 in wisconsin after finding it for sale on this forum. I flew out with him from san diego and we immediately began the road trip back. The car was an 04 just shy of 40k miles with a stock longblock, KB 2.6H at 19psi, SB throttle body, custom CAI, SLP longtubes, off-road x-pipe, flowmaster exhaust, lowering springs, irs bushings, spec stage 3 clutch, short shifter, 40 amp BAP, 60lb injectors, and a few other small mods. The car drove great and we basically only stopped for fuel on the way back causing the whole drive to take about 37 hours. The car was retuned on 91 piss water and made 600-630whp depending on the dyno.
Now to the fun part, the new build. originally the plan was to just get a built short block and run the same KB blower with a return style fuel system on e85. Well those plans are the same but things got much bigger. The tear down begin on thanksgiving week of 2010 and took us one long day to get the car all taken apart.
An order was placed with MMR for a MMR1000s short block with basically all the options. Coated pistons, stroked to a 5.0l, forged everything, all arp hardware....
The KB was sold and a new whipple 3.4 crusher was purchased :banana:. The whipple will be running somewhere in the neighborhood of 27psi. No pics of the whipple yet, it should be coming in the mail any day now.
A while ago the car had an frps blow and ever since then it was apparent that a return style fuel system was a must. When the frps blew it was bad enough to where the car would not even start with the sensor unplugged. it took a few sets of plugs and a long time for us to figure out that there was so much gas in the oil that the cylinders were washed down. We drained all the oil and fuel out of the motor and put fresh oil in it. when the car finally started we realized how flooded it actually was. liquid fuel actually drained out of the exhaust and was pouring on the ground.
A Tripple walbro sumped tank full return fuel system was bought. Its a glenns performance kit that has all ss line and an fittings. -10 feed, with -8 return lines. Also bought were some 105lb injectors, pmas slot style maf sensor with the lethal harness adapter.
The car originally had a spec 3 on the stock 10spline shaft but that broke while trying to race a tt c5 zo6 on the freeway. When the 10 spline broke a 26 spline went in along with a spec stage 5 clutch. The stage 5 had a loud squeal and just wasnt a good clutch for a street car. Since the build was getting crazy a Mcloud RXT was purchased so there would be no more clutch problems.
The motor is almost completely together and will be going back in the car this weekend. We hope to have the car running by the end of next weekend.
Getting ready to put the motor in, clutch installed, tob sleeve, tranny bolted on, motor mounts bolted, timing cover on. Waiting on a new harmonic balancer to finish the front of the motor up but thats going to get done after the motor is in the car.
Headers are on and the motor is ready to go in now 3/13/11.
New part arrived today thats just a small part of the build :dancenana:. 3/14/11
Finished putting the motor in and set the blower on top just for fun. 3/14/11
So we have gotten some serious work done over the past week! We plumbed and wired the whole fuel system. I used a relay and taped my switch power from the green wire with a yellow stripe off the fpdm harness. Now some pics of the tripple walbros and sumped tank. 3/18/2011
Next everything under the hood was all buttoned up with the blower being assembled on the manifold then torqued down on the car. I was also able to get the last bolt under the crusher inlet using the method from lethal's write up (huge thanks!). 3/19/2011
It was a cool sight to see our buddy pouring fuel in the car after so long. We are breaking in on 91 then switching it over to e85 when its time to make some real power. 3/20/2011
Now for the problems we had when we went to start up on sunday 3/20/2011. first off there was a problem to where the throttle cable was a few inches too long. when the pedal was floored the throttle body would only open like 1/8th throttle. I contacted mike at whipple and he had never heard of the problem before, everything looks setup right but its still too long. we just spaced the cable under the dash too make up for the slack. Next the tps would not adjust to anything less than 1.2 volts so we had to drill the sensor out and slot it to get it down to .99 volts. There was also a small fuel leak from where the plugs go into the fore rails that plug the 1/8th npt fittings for sender units. I didnt use teflon on the threads and the little crappy aluminum plugs decided to seize inside the rails and had to be drilled out. And finally for the biggest mistake we forgot to put the water drain plugs in the block (one on each side) and had to drop the k-member down a bit to get the motor mount off and get the plug on :bash:. All of these problems have been addressed and we are now just bouncing maps with greg at RET to get a base map going and then the car will get its custom 3" header back exhaust with x-pipe.
update 4-7-11
The car is up and running finally! there were massive vacuum leaks that we had to address. When the blower arrived assembled we did not realize we had to put the o-rings onto the bypass valve and from the blower to the adapter plate. That was causing massive vacuum leaks and the car was running like crap. After the vacuum leaks were all fixed the car was not running right and it was just time to tow the car up to RET so we did not have to email a million maps and so Greg could get a solid base map on good enough to drive a 1000 miles with with no issues. Sure enough Greg was super professional and spent his time to get the car running right. Our buddy Richard that owns Richards Performance Muffler (RPM) did not have time to get the car ready by the weekend so the old exhaust got put on and the car is officially on the road. The car is going to FFF this weekend and next week the custom 3in exhaust with custom 3in x-pipe will be made.
update 4-24-11
The alternator went out last week so the car was down for a few days but its back up now. Also the little ignition frequency filter burnt up on the drivers side and shorted out the pcm fuse but that problem was found and taken care of. Exhaust is scheduled to happen tomorrow and the tune later this week :dancenana:. Here is a little video of it idling and a couple little revs. Its a phone video so it looks like crap but we will get good videos up of the dyno and afterwards!
update 4-29-11
After a bunch of small issues that the guys at RET figured out (huge thanks :rockon
the car got tuned today! It had major belt slip and was making about 25psi with the slip. Since it was slipping greg kept the tuning safe at a conservative 19 degrees of timing on e85. Also the pulls were stopped at 6000 rpm so there is another 1000 rpm left in the beast. The car made 806/797 to the tire. Once the slip is ironed out it will get put back on the rollers for more tuning, more boost, and more timing :banana:. Here is a video of the final pull on the dyno from one of the employees at RET.
http://youtu.be/iZxOBCxnkpg
i know its a long thread but its been a large build so i felt its fitting :beer:.
He initially bought the car in march of 2010 in wisconsin after finding it for sale on this forum. I flew out with him from san diego and we immediately began the road trip back. The car was an 04 just shy of 40k miles with a stock longblock, KB 2.6H at 19psi, SB throttle body, custom CAI, SLP longtubes, off-road x-pipe, flowmaster exhaust, lowering springs, irs bushings, spec stage 3 clutch, short shifter, 40 amp BAP, 60lb injectors, and a few other small mods. The car drove great and we basically only stopped for fuel on the way back causing the whole drive to take about 37 hours. The car was retuned on 91 piss water and made 600-630whp depending on the dyno.
Now to the fun part, the new build. originally the plan was to just get a built short block and run the same KB blower with a return style fuel system on e85. Well those plans are the same but things got much bigger. The tear down begin on thanksgiving week of 2010 and took us one long day to get the car all taken apart.
An order was placed with MMR for a MMR1000s short block with basically all the options. Coated pistons, stroked to a 5.0l, forged everything, all arp hardware....
The KB was sold and a new whipple 3.4 crusher was purchased :banana:. The whipple will be running somewhere in the neighborhood of 27psi. No pics of the whipple yet, it should be coming in the mail any day now.
A while ago the car had an frps blow and ever since then it was apparent that a return style fuel system was a must. When the frps blew it was bad enough to where the car would not even start with the sensor unplugged. it took a few sets of plugs and a long time for us to figure out that there was so much gas in the oil that the cylinders were washed down. We drained all the oil and fuel out of the motor and put fresh oil in it. when the car finally started we realized how flooded it actually was. liquid fuel actually drained out of the exhaust and was pouring on the ground.
A Tripple walbro sumped tank full return fuel system was bought. Its a glenns performance kit that has all ss line and an fittings. -10 feed, with -8 return lines. Also bought were some 105lb injectors, pmas slot style maf sensor with the lethal harness adapter.
The car originally had a spec 3 on the stock 10spline shaft but that broke while trying to race a tt c5 zo6 on the freeway. When the 10 spline broke a 26 spline went in along with a spec stage 5 clutch. The stage 5 had a loud squeal and just wasnt a good clutch for a street car. Since the build was getting crazy a Mcloud RXT was purchased so there would be no more clutch problems.
The motor is almost completely together and will be going back in the car this weekend. We hope to have the car running by the end of next weekend.
Getting ready to put the motor in, clutch installed, tob sleeve, tranny bolted on, motor mounts bolted, timing cover on. Waiting on a new harmonic balancer to finish the front of the motor up but thats going to get done after the motor is in the car.
Headers are on and the motor is ready to go in now 3/13/11.
New part arrived today thats just a small part of the build :dancenana:. 3/14/11
Finished putting the motor in and set the blower on top just for fun. 3/14/11
So we have gotten some serious work done over the past week! We plumbed and wired the whole fuel system. I used a relay and taped my switch power from the green wire with a yellow stripe off the fpdm harness. Now some pics of the tripple walbros and sumped tank. 3/18/2011
Next everything under the hood was all buttoned up with the blower being assembled on the manifold then torqued down on the car. I was also able to get the last bolt under the crusher inlet using the method from lethal's write up (huge thanks!). 3/19/2011
It was a cool sight to see our buddy pouring fuel in the car after so long. We are breaking in on 91 then switching it over to e85 when its time to make some real power. 3/20/2011
Now for the problems we had when we went to start up on sunday 3/20/2011. first off there was a problem to where the throttle cable was a few inches too long. when the pedal was floored the throttle body would only open like 1/8th throttle. I contacted mike at whipple and he had never heard of the problem before, everything looks setup right but its still too long. we just spaced the cable under the dash too make up for the slack. Next the tps would not adjust to anything less than 1.2 volts so we had to drill the sensor out and slot it to get it down to .99 volts. There was also a small fuel leak from where the plugs go into the fore rails that plug the 1/8th npt fittings for sender units. I didnt use teflon on the threads and the little crappy aluminum plugs decided to seize inside the rails and had to be drilled out. And finally for the biggest mistake we forgot to put the water drain plugs in the block (one on each side) and had to drop the k-member down a bit to get the motor mount off and get the plug on :bash:. All of these problems have been addressed and we are now just bouncing maps with greg at RET to get a base map going and then the car will get its custom 3" header back exhaust with x-pipe.
update 4-7-11
The car is up and running finally! there were massive vacuum leaks that we had to address. When the blower arrived assembled we did not realize we had to put the o-rings onto the bypass valve and from the blower to the adapter plate. That was causing massive vacuum leaks and the car was running like crap. After the vacuum leaks were all fixed the car was not running right and it was just time to tow the car up to RET so we did not have to email a million maps and so Greg could get a solid base map on good enough to drive a 1000 miles with with no issues. Sure enough Greg was super professional and spent his time to get the car running right. Our buddy Richard that owns Richards Performance Muffler (RPM) did not have time to get the car ready by the weekend so the old exhaust got put on and the car is officially on the road. The car is going to FFF this weekend and next week the custom 3in exhaust with custom 3in x-pipe will be made.
update 4-24-11
The alternator went out last week so the car was down for a few days but its back up now. Also the little ignition frequency filter burnt up on the drivers side and shorted out the pcm fuse but that problem was found and taken care of. Exhaust is scheduled to happen tomorrow and the tune later this week :dancenana:. Here is a little video of it idling and a couple little revs. Its a phone video so it looks like crap but we will get good videos up of the dyno and afterwards!
update 4-29-11
After a bunch of small issues that the guys at RET figured out (huge thanks :rockon
the car got tuned today! It had major belt slip and was making about 25psi with the slip. Since it was slipping greg kept the tuning safe at a conservative 19 degrees of timing on e85. Also the pulls were stopped at 6000 rpm so there is another 1000 rpm left in the beast. The car made 806/797 to the tire. Once the slip is ironed out it will get put back on the rollers for more tuning, more boost, and more timing :banana:. Here is a video of the final pull on the dyno from one of the employees at RET.http://youtu.be/iZxOBCxnkpg
i know its a long thread but its been a large build so i felt its fitting :beer:.
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