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Production 109
3.8liter block, bored .030" over
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RJC Block Girdle
installed - this piece ties the main caps to the pan rails and
increases overall strength of the engine assembly. This piece
virtually eliminates the "cap walk" associated with
higher HP levels and reduces the chances of breaking the
crankshaft, which I have already done once..
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TRW forged
pistons with coated skirts
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Stock connecting
rods, reconditioned and resized
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Stock front cover
blueprinted and modified for improved oil flow and volume
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Crane 214/210
billet roller camshaft, modified for Torrington thrust and
roller anti-walk button
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Double roller
timing chain, again, with odd fire components modified for use
in even fire application (cam spacer eccentric, and
distributor gear which is used for cam position sensor in this
application
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Comp Cams roller
lifters and shortened pushrods for use in roller application
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T&D 1.55:1
billet roller rocker arms - shaft type, fully adjustable
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Fully race ported
8445 production heads, utilizing oversized 1.77 and 1.50
Manley Severe Duty stainless valves. Bronze guide liners
installed. HD roller springs installed
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Fully ported
intake manifold, port matched and EGR passage filled and riser
removed
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Precision Turbo
polished aluminum intake plenum (70mm)
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Accufab 70mm
throttle body, w/Casper's billet vacuum block and 45* IAC
adaptor
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Delphi 65#
injectors, Mark Martone modified fuel regulator
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Walbro 340M
in-tank fuel pump, larger battery feed wire installed
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ATR stainless 4
bolt headers and downpipe set up for HKS waste gate
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HKS GT Wastegate
with 10# spring
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Precision Turbo
TE63-1 turbocharger w/.65 tangential exhaust housing
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MSD DIS-4 HO
Capacitive Ignition system
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FAST bank to bank
engine management system with closed loop wideband O2 control,
and electronic spark control (ESC) for knock based timing
retard
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ATR stainless
catalytic converter test pipe
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ATR 3"
stainless dual exhaust with stainless Pit Bull mufflers
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Precision Turbo
remote oiling system, which guarantees filtered oil to the
turbocharger under all circumstances.
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Eastern
Performance (ESP) Pre/Post-Luber system, modified for
pre-filter installation
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HR Parts-N-Stuff
Polyurethane engine mounts, both left and right
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Custom fabricated
4" inlet piping, made from a couple different available
kits
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11" long
4" diameter K&N air filter, tucked behind the left
headlights, down into the fender area
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Ramchargers dual
electric fan conversion, custom wired into factory system
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Precision Turbo
front mount intercooler
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High flow water
pump (car does not get over 170 degrees)
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Precision
Industries "Vigilante" 3500 stall torque converter
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200R4
transmission built by myself, using Level 10 shift kit, and
Raybestos "Blue Special" soft parts
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Metco driveshaft
safety containment loop
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Stock 8.5"
Positraction differential with Moser HD axles and long wheel
studs
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Powerbastard
brake system converted to vacuum assist many moons ago...
A good friend of mine with a
similar setup made 570 RWHP, on 24psi although he has a little
larger cam and turbo. I expect to make in the low to mid 500RWHP's
whenever I get the balls to test it. I will say that currently, on
10psi, the car is WAY faster than it ever was on 21psi, and can be
a real handful on cool roads. You know...sideways stomping the
pedal at 50-60mph. All my friends call me a pussy because I
am afraid to beat it racing it. I know I am an idiot, because I
will give it countless years of beating on the street, which is
probably worse than a track beating. I'm a plain wuss I know.
Plans for a 6 point bar are in for this winter, and we'll see how
she runs before next summer...I promise.
