Good question Ian... No, boost peaked at 32.5 and dropped to just about 30.5 psi. Unfortunately, we spun the motor to 8k which was a little high for my liking; so boost had more time to drop. The AEM log is attached. Note the air temps. Even with nitrous sprayed on the Greddy 4-row, air temps reached 109. However,ambient air temps were about 90 degrees.

Val, compression is 8.5:1; static compression is 160psi +- 2psi on each cylinder. I'm running a stock TT hg and L19 head studs.

-scott

 

Even more so impressive. For some reason I thought you were at higher comp....

You've got me even more ansy to dyno mine.

 

is this your car i saw at the tx2k8



i saw you waiting to get some race gas at the meet. i wanted to ask you about your setup but i was on my way out and had to go to work... i was in a black SC that was kitted out with wide wheels... dunno if you saw it or not

 

very impressive

 

Yes; however, the exhaust is now different than 2k8.

Is it in the background of your first attached pic? Pretty much all SCs catch my eye; so, I'm sure I noticed your car.

-scott

 

awesome, cant wait to see your next project.

 

wow very impressive numbers, but nothing unexpected when you see teh engine bay awesome work and great job on the WG piping back into the midpipe, i would've never thought about angling it like that to maintain turbulance.

 

whats up with the press bent exhaust? things look great from the turbo to your resonator, then all i see is press bent

Excellent numbers BTW...congrats!

 

Good observation; however, press bent dual 3" exhaust is still larger than a single 4". Plus, the hp numbers indicate the press bent piping is not an issue.

-scott

 

nice.sooooooo how much ya want for it

 

saw your vids on youtube...one word.

RESPECT

 

I appreciate everyone's compliments; it means a lot coming from fellow CL members who appreciate the styling and engeering of the SC.

-scott

 

that sir is alot of power. congrats!

 

Amazing! Are you going to produce a kit? Great work!

 

I'm getting quite a few inquiries about the fact there's no distributor.

I replaced the distributor using a Hall sensor to pick off cam/crank from an aftermarket cam gear instrumented with rare earth magnets. The sensor is bolted through the cam dust cover plate and picks off cam and crank triggers from the back side of the cam gear. You can see the pigtail of the sensor looped through the hole where the OEM distributor wires enter the head in post 33, above.

It required modifications to the AEM cam/crank input drivers to convert it from variable reluctance (mag pickup) to hall effect, and I had to change all the fuel and spark phasing, sync tables, and coil settings to account for the change in crank events from 24 to 12.

The GE head is not ported, but it does have Crower springs/retainers and shimless buckets. For a non-ported head, it really performs well under high boost, IMO. I was pretty amazed the car busted the 800 mark on just 32 lbs of boost; that indicates everything (header, IC and piping, intake, head, and exhaust) is flowing very well.

There are no plans for a kit because most of the components are from kits I've purchased throughout the years. Plus, I wouldn't want to put anyone else through what I've had to do to get to this point. I took the long and expensive route!

-scott