I swapped in a Mark VII rear axle assembly for its disc brakes. Its a little wider than stock, but fits nicely.
This is what it looks like with the new Harwood hood. Will be getting a complete paint job soon....er...eventually.
A couple of pics of the engine before the aluminum Edelbrock heads and polished valve covers, new fan, aluminum radiator, etc. Most of the wiring is hidden inside the fenders now too.
You can see the MAC long tube headers and Dr Gas x-pipe going to the MAC cat-back.
Interior has some '89 and '93 parts swapped in along with Acura Integra seats and a few other mods. These are older pics without all the trim done.
Here's a shot of my new Autometer Ultralites in a MC-Machine aluminum gauge plate. The shift light is a Raptor. This pic also shows the line-lock is wired into the cruise control button and it's indicator LED is on the dash.
I switched the HVAC and radio positions and made a custom trim plate. I used leftover plastic from a Mustang interior, so it has the same grain as the rest of my interior. Also added changed HVAC display to silver to match the gauges. Now looking for a new radio that is mostly silver to match the rest. Has to light up green too. No luck yet...
Had it dynoed at work (9-14-05). Indicated peak was 288rwhp @5400rpm and 306ft-lbs, but it was still climbing, so the actual peak HP is unknown. Not sure why the dyno operator wouldn't run it until the power dropped off. There were no problems with the car. These runs were also done one right after the other with just a few seconds between runs. No cool down periods, they just kinda rushed me through. This is my baseline without any tuning yet, not even sure what my fuel pressure is set at. I only turned off the EGR functions and set the idle with my TwEECer R/T so far. Should pick up a few more HP after I correct the MAF and injector values and tune a few other things....and run a full pull next time. Based on the dyno graph, I'm guessing the power at the crank is around 345-350hp. Torque curve is pretty nice too. I'm pretty happy with it so far. Ran 13.2 @105.4 in this tune with no traction.
EDIT: Figured out why he stopped at 5400 rpm....the rev limiter on the HI-6 was set to 5400 rpm (oops) and the stock timing advance was only reaching 24deg total. The dip in the torque curve was from the stock timing dropping to 20 deg at 3200rpm and has since been adjusted for a smooth timing curve. Rev limit is now bumped to 6500 and total timing at 36deg and the car runs much stronger. Also have a wideband O2 now, so tuning will be alot easier and more accurate. Can't wait to get another dyno session and new track times with good tires.
(New times updated 4/15/06: 12.9 @108 with new MT ET radials, Strange 10 way shocks/struts, and a decent tune...and a smoked clutch. Didn't make it home.
Updated again 6/13/06: Only completed the one pass with a 13.0 @109.3mph, left at 2500rpm and bogged badly. On second pass attempt, I tried launching at 4k rpm, but broke trans on the line and had to be pushed off the track. Glad my Dad lives near the track and has a car hauler. POS T5 only has 1k miles on it! Time for a Gforce upgrade I guess. I should be seeing low 12s already!)
Results from each run broken down by RPM:
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TURBO STUFF ADDED!!
Pics of DIY turbo setup. Flipped the Edelbrock intake 180* to try to keep the cold air pipe away from the hot turbo and downpipe. Everything needs to be cleaned up and painted/polished/wrapped before I post up better pics. Haven't taken it to the track yet. Still has a stock WC T5 trans that won't handle any abuse. It is currently seeing 15# boost and has no traction until middle of 3rd gear. Second gear is useless even at half throttle.
