Ethyl-2004 Pontiac GTO
Discussion
Made more steady progress
Installing the Intake Vacuum Line
Installing the cog gear spindle
[b]Test Fitting the modified snout Mods to the snout included widening the idler pulley shaft base, cleaning up some damage to the mounting plate, and trimming off some material from the driver's side.
[/b]
Installing the Intake Vacuum Line
Installing the cog gear spindle
[b]Test Fitting the modified snout Mods to the snout included widening the idler pulley shaft base, cleaning up some damage to the mounting plate, and trimming off some material from the driver's side.
[/b]
Okie the blower is back on. It has been completely rebuilt by Whipple. We added the CBM Motorsports Intake. Had to custom fab the throttle cable mount, still need some work there. I screwed up the an connector to the fuel regulator so we didn't get to start it up. Hopefully will start it this week.
Test Fitting in the Dakota 6 cylinder, it rides well
Pressing on the Gear
s
t you have to do to use the CBM Intake on a street car
Rides pretty good in Soccermom too
Fitting the Throttle Cable
On the car
Test Fitting in the Dakota 6 cylinder, it rides well
Pressing on the Gear
s
t you have to do to use the CBM Intake on a street carRides pretty good in Soccermom too
Fitting the Throttle Cable
On the car
I am looking for a better window switch option than the OEM. I think I have found a couple of rocker switches that will work. I am going to move the fire pulls back to the rollbar then add a on off on switch with two LED's one for transbrake and one for lineloc. Plumcrazy turned me on to the setup. With the switch, the LED will indicate which one is active for the shifter button.
The black material is ABS. Once I get the panels and switches right I will replace them with actual carbon fiber like I have with the current switch. Would love to hear suggestions.
The black material is ABS. Once I get the panels and switches right I will replace them with actual carbon fiber like I have with the current switch. Would love to hear suggestions.
Taken about a week to figure out the throttle stuff. I turned the TB 90 degrees and made a bracket to run it in from the side. Took some monkeying around to get it where it would give me 100% but I think I am there.
Went from this
To this
Had to douche the return spring, still working on that one. So afterwards took her out for a spin. Not inspected so tried to keep it reasonable.
Did a short launch, nothing spectacular
http://www.youtube.com/watch?v=L6Ff5ec_MpU
Couple of short Romps
http://www.youtube.com/watch?v=K67kuf1JFFE
Ran into a C6 playing with a 335i. Just didn't want to hit it in the neighborhood. The 335i slowed down looked and waved. The vette seemed in a hurry to get away. Some day soon my friend.
http://www.youtube.com/watch?v=NdRTz4cSICo
Went from this
To this
Had to douche the return spring, still working on that one. So afterwards took her out for a spin. Not inspected so tried to keep it reasonable.
Did a short launch, nothing spectacular
http://www.youtube.com/watch?v=L6Ff5ec_MpU
Couple of short Romps
http://www.youtube.com/watch?v=K67kuf1JFFE
Ran into a C6 playing with a 335i. Just didn't want to hit it in the neighborhood. The 335i slowed down looked and waved. The vette seemed in a hurry to get away. Some day soon my friend.
http://www.youtube.com/watch?v=NdRTz4cSICo
I appreciate you guys and gals following us on the Whipple build. We had a lot of fun with the Whipple and learned a lot of things. In all, over 750,000 views were logged against the Whipple build through several of the top sites. For five years now we have dealt with the Whipple and watched our build go from a one of a kind to seeing the COPO Camaro 4.0 Liter Upgrade using much of the same things we discovered, though to a much better result. I'd have to declare the Whipple a success. We decided to go a different direction after many hours of discussions with Mike@Whipple and Brent@CBM. Both of those guys helped us many ways over the years to overcome problems and come to solutions. The result is if/when I buy a Camaro, the 4.0 liter Whipple, 170mm TB and Crusher intake will be my choice.
For now, we wanted to go a different route. SNL Performance has long been heavily engaged in Turbocharged applications and we really wanted to apply the same level of effort to a Twin Turbo Setup with as much passion as we put the Whipple package together. Steve Addison of SNL had studied the twin turbo applications found in some of the rear mount technology and the APS kits. Over the years we have helped customers with Twin Turbos replace kit designs with larger turbos, we've ported Turbos and accomplished a dozen other tweaks. In many cases constraints in the customer goals limited the outcomes. On this build Steve made a special effort to understand my goals and then set out to have my fabrication done in a manner that is consistently high in quality and easily repeatable.
We chose to fabricate the installation so that it fit the existing 2004 GTO (Ethyl). We did not want to spend a large amount of time moving brake lines and electrical fuze boxes. If you are looking for exotic and innovative ways to tuck the ABS, we were not interested in solving the problem so you won't see it emerge here. My goals are somewhat more modest than with the Whipple. I am looking for a solid performing car in the 800 rwhp range with improved reliability and that we do not have to accomplish custom fabrication for the core system components beyond the initial Turbo build.
Steve chose the Precision units that have really had a positive reliability and quality reputation in the Honda and Supra world. After several communications with Aaron at Precision we settled on two options, twin 6266 or twin 6766. I chose the 6266 giving up potential growth for a better spool. The units have a 0.81 AR with a T4 flange.
Before we could get to the good stuff we had some cleanup to do with Ethyl.
First, the Mosier pumpkin with the Wavetrac 35 spline Diff could not handle the power the Whipple made. On the fourth 60% throttle pass the Wavetrac disintegrated. There were less than 1000 miles on the unit. At our power level, Mosier/Wavetrac agreed to fix the rear end one time but advised my they could not continue the lifetime warranty. After a very amiable conversation with a gracious representative from Mosier we opted to get our money back on the Wavetrac.
Chris Nichols at GForce Engineering recommended we try a Strange S-Trac. I had considered a spool which I had run successfully at this power level on the OEM differential. However, I broke an LCA while running the spool and prefer not to use one with the IRS. If the S-Trac cannot hold I am going to an SRA.
Next, the battery relocate done when the Whipple was on the car was my first and it was not well done. SNL has taken a couple of weeks to sort out the wiring problems we encountered as we began to bolt the Twins up. We stopped the install on the Twins and went through the entire car rerouting, wrapping, and reconnecting the wiring.
We also pulled the Nitrous kit. That may have been a mistake but for now we are just going to see what the Twins can do. I know where Waco is if I need to reinstall it.
In addition to the above, one of the driving factors on the twins was to have a hood back on the car. So I have bought my eighth hood and it is waiting patiently to be installed.
Most of the Fabrication and patch up work is done. We expect to start tuning next week. Here are a few teaser pictures of the car with the mockups and in some cases, the final fabrication, in place.
For now, we wanted to go a different route. SNL Performance has long been heavily engaged in Turbocharged applications and we really wanted to apply the same level of effort to a Twin Turbo Setup with as much passion as we put the Whipple package together. Steve Addison of SNL had studied the twin turbo applications found in some of the rear mount technology and the APS kits. Over the years we have helped customers with Twin Turbos replace kit designs with larger turbos, we've ported Turbos and accomplished a dozen other tweaks. In many cases constraints in the customer goals limited the outcomes. On this build Steve made a special effort to understand my goals and then set out to have my fabrication done in a manner that is consistently high in quality and easily repeatable.
We chose to fabricate the installation so that it fit the existing 2004 GTO (Ethyl). We did not want to spend a large amount of time moving brake lines and electrical fuze boxes. If you are looking for exotic and innovative ways to tuck the ABS, we were not interested in solving the problem so you won't see it emerge here. My goals are somewhat more modest than with the Whipple. I am looking for a solid performing car in the 800 rwhp range with improved reliability and that we do not have to accomplish custom fabrication for the core system components beyond the initial Turbo build.
Steve chose the Precision units that have really had a positive reliability and quality reputation in the Honda and Supra world. After several communications with Aaron at Precision we settled on two options, twin 6266 or twin 6766. I chose the 6266 giving up potential growth for a better spool. The units have a 0.81 AR with a T4 flange.
Before we could get to the good stuff we had some cleanup to do with Ethyl.
First, the Mosier pumpkin with the Wavetrac 35 spline Diff could not handle the power the Whipple made. On the fourth 60% throttle pass the Wavetrac disintegrated. There were less than 1000 miles on the unit. At our power level, Mosier/Wavetrac agreed to fix the rear end one time but advised my they could not continue the lifetime warranty. After a very amiable conversation with a gracious representative from Mosier we opted to get our money back on the Wavetrac.
Chris Nichols at GForce Engineering recommended we try a Strange S-Trac. I had considered a spool which I had run successfully at this power level on the OEM differential. However, I broke an LCA while running the spool and prefer not to use one with the IRS. If the S-Trac cannot hold I am going to an SRA.
Next, the battery relocate done when the Whipple was on the car was my first and it was not well done. SNL has taken a couple of weeks to sort out the wiring problems we encountered as we began to bolt the Twins up. We stopped the install on the Twins and went through the entire car rerouting, wrapping, and reconnecting the wiring.
We also pulled the Nitrous kit. That may have been a mistake but for now we are just going to see what the Twins can do. I know where Waco is if I need to reinstall it.
In addition to the above, one of the driving factors on the twins was to have a hood back on the car. So I have bought my eighth hood and it is waiting patiently to be installed.
Most of the Fabrication and patch up work is done. We expect to start tuning next week. Here are a few teaser pictures of the car with the mockups and in some cases, the final fabrication, in place.
This is the 1145/1269 pull
Dyno09172013 3 - YouTube
This is one of the early shakedown passes
Just Sayin - YouTube
Sorry about the lack of clarity on the numbers. Keep in mind they, and the 112 trap speed were through a torque converter that is slipping about 40%. With the new converter to speed went from 112 to 151. We are thinking it will trap in the 120's in a shade under 6 seconds, though we hope for better.
Gassing Station | Readers' Cars | Top of Page | What's New | My Stuff