This is a GTR build for a customer that came to us earlier this year. We're back-tracking bit to show you were it all started. Moving forward, we are in the middle of the build right now. We have the end in sight and it's looking really good. The bottom line is, the goal is to have a 900+ WHP street and drag GTR that is also comfortable and can be daily driven.
Keep in mind, this is is not a predetermined package like you can buy from a lot of the vendors here. This build has happened in stages based on the customers needs and desires evolving over time. We have found that our choice of parts has been working very well together as a system.
March 2015- Transmission build
Scott came to us wanting a transmission that could handle the abuse of the drag strip but could also drive efficiently and smooth on the street. We opted for the Shep Trans stage 1.5 along with the forged clutch basket upgrade. This setup utilizes the Shep Trans spec 7 plate clutches along with a Dodson 1st gear and a host of other beefed up parts which will hold 700 lb ft of torque. The transmission case became the next weakest point so we also installed T1 upper and lower transmission braces to keep the rear diff and transmission cases from failing. We also dyno tuned the car with the new transmission to maximize it's performance with this setup.
That car was dyno-tuned after the transmission rebuild to get it running well and dialed in. Note, these numbers have been converted to DynoJet numbers as we consider this to be the industry standard. The car made 528.9 WHP in heartbreaker mode on DynoDynamics. After the Shep Trans build and our dyno tune the car ran 7.0 sec 1/8 mile times consistently. This was on the less-than-ideal 1/8 mile at Race-legal at Qualcomm.
[background=transparent]The next stage of the build started with an AMS 3.8L race shortblock & ARP heads studs to handle the new SBD1000 turbos chargers that Scott brought us in hopes or reaching his power and ET goal. We stuck with the stock heads for now as Scott did not want to rev past 7000 RPM. [/background]
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[background=transparent]The fuel system consists of ID1700cc injectors, AAM S-Line kit high pressure Walbro 485 pumps, AMS fuel rail kit with Fuelab regulator and custom line, Visconti FlexFuel kit as well as the Visconti/AEM fuel pressure fail safe kit & hardwire kit. We came across an issue where fuel pressure would not go below 60 psi, so we relocated the pressure relief valve from the stock fuel basket to the AAM basket which fixed the problem immediately.[/background]
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[background=transparent]Visconti Hardwire kit[/background]
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[background=transparent]Scott wanted to get rid of the bouncy ride of the stock springs so while the engine was being put together we installed some Ohlins R&T coilovers along with SPL front upper control arms to be able to dial in the alignment. These coilovers are a work of art & are our go-to coilover. The damping is unmatched on the street & is truly something you have to experience to understand.[/background]
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[background=transparent]We also added ARP 700-4418 2.3" long wheel studs that up the thread pitch to 12x1.5. Scott did not want to see the extended studs so we installed a set of stealthy Project Kics Kyukogen cold forged steel closed end lug nuts.[/background]
[background=transparent]Scott did not want to have to worry about trans temps at the hot socal tracks so we installed an HKS transmission cooler. This thing worked so well we had to shift through the gears on the dyno before every pull just to keep the trans temps up! [/background]
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[background=transparent]More & more tracks are requiring GTR's to have harness bars and at least a 4 point harness. We built our HG spec GTR bolt-in roll bar in house & had it powdercoated satin black for a stealthy look. [/background]
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[background=transparent]Test fit-[/background]
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[background=transparent]In-houseTig Welding![/background]
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[background=transparent]Powder coated-[/background]
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[background=transparent]Install of the bar! Our bar requires 4 holes to be drilled through the floor (that are covered by the underpanel) and is otherwise 100% bolt in. You can see the rear seat cushions even fit back in. We mounted the bar to where it's structurally sound- not where it's convenient. [/background]
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[background=transparent]Judgement day! We strapped the car back to the DynoDyamics dyno to see what she could do! WIth a full tank of E85 we ended at 737 whp and Tq (converted to dynojet, this is 860 whp & 780 TQ). We were limited to 26 psi as we're on the low pressure wastegate actuators. Once the trans is further built we will upgrade to the high pressure actuators and go for it all![/background]
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[background=transparent]Fireballs on the dyno! [/background]
[background=transparent]Heartbreaker numbers ( FBO E85 Vs SBD1000) & (HP vs boost)[/background]
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[background=transparent]DynoJet numbers (FBO E85 vs SBD1000)[/background]
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[background=transparent]Scott & Cory drove the car around for a day & the car pulls like an absolute madman on the street but the point of this build was to have a car that could drive like stock on the streets and then run high 9's at the track. We hit the local 1/8 mile "track" (unprepped parking lot) for the initial shake down. We managed a best of 6.5 @108.99 with a 1.6 60 ft spinning like crazy out of the hole. [/background]
[background=transparent]More slips & 1/4 mile times to come! [/background][background=transparent] [/background]
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[background=transparent]Scott wanted the car to look tame on the outside while packing a serious punch. We made sure to make it not too obvious in any manner that this was anything more than an FBO car. Only a few hints under the hood point to the the extend of mods- the FPR, fuel lines, and if you look close enough, you can see the Alpha rails under the manifold. [/background]
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Keep in mind, this is is not a predetermined package like you can buy from a lot of the vendors here. This build has happened in stages based on the customers needs and desires evolving over time. We have found that our choice of parts has been working very well together as a system.
March 2015- Transmission build
Scott came to us wanting a transmission that could handle the abuse of the drag strip but could also drive efficiently and smooth on the street. We opted for the Shep Trans stage 1.5 along with the forged clutch basket upgrade. This setup utilizes the Shep Trans spec 7 plate clutches along with a Dodson 1st gear and a host of other beefed up parts which will hold 700 lb ft of torque. The transmission case became the next weakest point so we also installed T1 upper and lower transmission braces to keep the rear diff and transmission cases from failing. We also dyno tuned the car with the new transmission to maximize it's performance with this setup.
That car was dyno-tuned after the transmission rebuild to get it running well and dialed in. Note, these numbers have been converted to DynoJet numbers as we consider this to be the industry standard. The car made 528.9 WHP in heartbreaker mode on DynoDynamics. After the Shep Trans build and our dyno tune the car ran 7.0 sec 1/8 mile times consistently. This was on the less-than-ideal 1/8 mile at Race-legal at Qualcomm.
[background=transparent]The next stage of the build started with an AMS 3.8L race shortblock & ARP heads studs to handle the new SBD1000 turbos chargers that Scott brought us in hopes or reaching his power and ET goal. We stuck with the stock heads for now as Scott did not want to rev past 7000 RPM. [/background]
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[background=transparent]The fuel system consists of ID1700cc injectors, AAM S-Line kit high pressure Walbro 485 pumps, AMS fuel rail kit with Fuelab regulator and custom line, Visconti FlexFuel kit as well as the Visconti/AEM fuel pressure fail safe kit & hardwire kit. We came across an issue where fuel pressure would not go below 60 psi, so we relocated the pressure relief valve from the stock fuel basket to the AAM basket which fixed the problem immediately.[/background]
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[background=transparent]
[background=transparent]Visconti Hardwire kit[/background]
[background=transparent]
[background=transparent]
[background=transparent]Scott wanted to get rid of the bouncy ride of the stock springs so while the engine was being put together we installed some Ohlins R&T coilovers along with SPL front upper control arms to be able to dial in the alignment. These coilovers are a work of art & are our go-to coilover. The damping is unmatched on the street & is truly something you have to experience to understand.[/background]
[background=transparent]
[background=transparent]
[background=transparent]
[background=transparent]
[background=transparent]
[background=transparent]We also added ARP 700-4418 2.3" long wheel studs that up the thread pitch to 12x1.5. Scott did not want to see the extended studs so we installed a set of stealthy Project Kics Kyukogen cold forged steel closed end lug nuts.[/background]
[background=transparent]Scott did not want to have to worry about trans temps at the hot socal tracks so we installed an HKS transmission cooler. This thing worked so well we had to shift through the gears on the dyno before every pull just to keep the trans temps up! [/background]
[background=transparent]
[background=transparent]
[background=transparent]More & more tracks are requiring GTR's to have harness bars and at least a 4 point harness. We built our HG spec GTR bolt-in roll bar in house & had it powdercoated satin black for a stealthy look. [/background]
[background=transparent]
[background=transparent]
[background=transparent]
[background=transparent]
[background=transparent]Test fit-[/background]
[background=transparent]
[background=transparent]
[background=transparent]In-houseTig Welding![/background]
[background=transparent]
[background=transparent]
[background=transparent]
[background=transparent]Powder coated-[/background]
[background=transparent]
[background=transparent]Install of the bar! Our bar requires 4 holes to be drilled through the floor (that are covered by the underpanel) and is otherwise 100% bolt in. You can see the rear seat cushions even fit back in. We mounted the bar to where it's structurally sound- not where it's convenient. [/background]
[background=transparent]
[background=transparent]
[background=transparent]
[background=transparent]
[background=transparent]
[background=transparent]Judgement day! We strapped the car back to the DynoDyamics dyno to see what she could do! WIth a full tank of E85 we ended at 737 whp and Tq (converted to dynojet, this is 860 whp & 780 TQ). We were limited to 26 psi as we're on the low pressure wastegate actuators. Once the trans is further built we will upgrade to the high pressure actuators and go for it all![/background]
[background=transparent]
[background=transparent]Fireballs on the dyno! [/background]
[background=transparent]Heartbreaker numbers ( FBO E85 Vs SBD1000) & (HP vs boost)[/background]
[background=transparent]
[background=transparent]DynoJet numbers (FBO E85 vs SBD1000)[/background]
[background=transparent]
[background=transparent]Scott & Cory drove the car around for a day & the car pulls like an absolute madman on the street but the point of this build was to have a car that could drive like stock on the streets and then run high 9's at the track. We hit the local 1/8 mile "track" (unprepped parking lot) for the initial shake down. We managed a best of 6.5 @108.99 with a 1.6 60 ft spinning like crazy out of the hole. [/background]
[background=transparent]More slips & 1/4 mile times to come! [/background][background=transparent] [/background]
[background=transparent]
[background=transparent]Scott wanted the car to look tame on the outside while packing a serious punch. We made sure to make it not too obvious in any manner that this was anything more than an FBO car. Only a few hints under the hood point to the the extend of mods- the FPR, fuel lines, and if you look close enough, you can see the Alpha rails under the manifold. [/background]
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