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BlinkerFluid's 96 Eclipse GSX *Long read, well worth the time*
Per request, here is the story of my GSX, as best I can remember, as the builder of the car.
I purchased the car in late 2000, as I had a Saturn SC2 and wanted something with a little more kick. I wanted a Z28 Camaro and knew nothing of the thing called a DSM and was so educated by Phil. After doing a bit of research with what info was available on the internet at the time, I made my decision that I would find one of these AWD turbocharged cars. I ended up purchasing it from a local acquaintance with 53,000 miles. First Mod was the wheels, 17" Enkei RPO-2, the previous owner had them on the car, but removed them for the sale so I took them too. Next mod was a K&N Filter and removal of the factory airbox. I also replaced a intercooler piping resonance chamber with a straight piece of pipe. The mods came to at this point, I made a 2.5" exhaust system with a Greddy muffler and a cold air intake box. Phil remembers that quite well. I also purchased a Spearco FMIC from a friend and made the piping to install it on my car. Road Race Engineering upper IC pipe with 1G BOV. I installed a Greddy Profec B boost controller, 660cc Denso injectors, HKS EGT gauge, SAFC, Walbro 255HP fuel pump, and built my braided stainless fuel system with Aeromotive adjustable fuel pressure regulator. I also removed the balance shafts with a kit I made myself. Lowered with a set of Skunk2 coil overs. All this and still on the stock turbo, I was ready for an upgrade. Tuning was done by monitoring EGT and keeping an eye on the digital voltmeter I had connected to the front O2 sensor. That's right, tuning by EGT that basically only gives an idea of ignition timing, and a crappy narrowband O2 sensor looking for .85-.9V output. Primitave, but it worked. In this form the car ran low low 14's at around 100MPH. I was bitten. Onto some pictures. IC Piping fabrication. http://i85.photobucket.com/albums/k5...TrimMedium.jpg http://i85.photobucket.com/albums/k5...0078Medium.jpg Adjustable FPR and lines. http://i85.photobucket.com/albums/k5...0081Medium.jpg Cold air box. http://i85.photobucket.com/albums/k5...0076Medium.jpg EGT gauge and SAFC. http://i85.photobucket.com/albums/k5...0073Medium.jpg Track time! http://i85.photobucket.com/albums/k5...s/2gMedium.jpg More to come... |
One day while racing a C5 Vette from a light (that was driven by one of the current employees of SGS), after running 18psi of boost on the factory turbo for about 5k miles, it gave up the ghost and turned on the super spy hunter smoke screen. I also managed to finish off the stock clutch on the same run. I did win though as it took him quite a while to catch me. I later met the driver at the gas station while they were on their way to the track. Now those are the guys I go racing with.
I purchased an ACT 2600 pressure plate and full face street disc and installed it, myself. I also scored a used Buschur Racing stage 3 (ported and clipped) Small 16G turbo and J pipe. I spent a few hours porting the exhaust manifold and O2 housing, and installed the turbo. It was great because I already had all the supporting mods to run the turbo at a good boost level on the street. I also got rid of my homemade exhaust for an RNR 3" downpipe and Apex'i Dunk 3" exhaust. I fought one heck of a battle with boost creep, and eventually figured out that the internal wastegate flapper from the stock turbo (T25) was larger than the one in the 16G. I removed the flapper from the T25, ported the wastegate hole and installed it into the 16G. I also modified a stock O2 housing to let me create the "through the bumper" wastegate dump. That's right boys and girls, I did it before it was cool. I also got my hands on a set of Crower 64414 cams, installed them and still use them to this day. I also experimented with a homemade water injection setup, again, before much was known about it in the import world. It worked great. The car ran a best of 12.7@113.5 like this, street tuned via EGT and O2 voltage, on pump gas. The car was absolutely killer on the street with this setup, it was reliable and ran strong. I also broke the most parts with this setup, the fast spooling turbo and my eagerness to do AWD burnouts seald the fate of more than one center differential. I also had a clutch fork failure, pushed in the clutch, SNAP, no more clutch release. At the track I pushed the car too hard and had a case of detonation. It stretched the factory head bolts to the point that they could be removed by hand. Of course, the headgasket blew on all 4 cylinders and it actually cut a groove in the head from #1 cylinder to a coolant passage. At this point I upgraded to a 1G head that had bigger ports. I massaged the intake and exhaust ports and installed it, along with a 1G intake manifold. More pictures. Wastegate dump. http://i85.photobucket.com/albums/k5...ays/Gsx014.jpg Apex'i Dunk exhaust. http://i85.photobucket.com/albums/k5...0022Medium.jpg BR Stage 3 S16G. http://i85.photobucket.com/albums/k5...0079Medium.jpg Water injection, it's the metal part in the intake hose toward the left of the screen. http://i85.photobucket.com/albums/k5...0082Medium.jpg Broken clutch release fork. http://i85.photobucket.com/albums/k5...2924Medium.jpg Broken center diff spider gears. http://i85.photobucket.com/albums/k5...2923Medium.jpg Melted head. http://i85.photobucket.com/albums/k5...r118Medium.jpg More yet... |
Now onto a sad note. After beating on the car daily for about 30K miles I had an issue. I had just finished showing a WS6 what DSM taillights look like, upon downshifting I heard the dreaded rod knock. I suppose I could have hurt it at the track, or even the night before teasing some crotch rockets, but it decided to kick the bucket.
I got the car home and removed the oil pan only to find the #4 connecting rod bent, at the same time up came one of my deployments so it sat with a bad engine. I had a lot of time to plan a build and research parts. First on the list was DSMLink, an engine management that uses the factory computer to make any adjustments, along with support second to none. I decided to move from the factory 7 bolt engine to the stronger and less prone to crankwalk 6 bolt. I had actually personally completed one of the first 6 bolt swaps in the area years before while working for Dynamic. I am very well versed in the swap. Shortblock included Eagle rods Ross pistons, and ARP hardware. Here is where I made a bad decision, I had a company assemble a short block for me, biggest mistake I've ever made with this car. I also decided on a GT13 turbocharger, basically a dual ball bearing 60-1. I modified a factory O2 housing to facilitate the use of an 38mm Tial external wastegate. I returned home and started assembly. I installed stainless valves, and Crower single springs and titanium retainers in the head. I then added a custom oil cooler, and upgraded to 750cc/min injectors which were later swapped out in favor of more behaved 850cc/min injectors. I also installed a Fidanza aluminum flywheel. The water injection was removed and a MAF-T installed. This device converts the signal from a GM hotwire mass air flow sensor to a signal useable by my factory computer. This gets rid of the factory Karman vortex type sensor. The MAF-T is also self compensating for temperature and air density, this freed up 2 loggable inputs on my ECU. Here I became the first to run into another problem. The swirling of air in a turbo intake pipe effected the hotwire MAF, causing the car to run extremly rich at idle, and stall when coming to stops. My fix was a plate long ways inside the intake pipe to counteract the swirl. This worked alright, but the final fix was putting the MAF sensor after the turbo, right near the throttlebody. This made the car run much better at idle, and also made throttle response much better. Pictures. Engine compartment. http://i85.photobucket.com/albums/k5...x025Medium.jpg New shortblock. http://i85.photobucket.com/albums/k5...x026Medium.jpg Ready to go in. http://i85.photobucket.com/albums/k5...r087Medium.jpg Head. http://i85.photobucket.com/albums/k5...x028Medium.jpg Modded oil filter housing. http://i85.photobucket.com/albums/k5...x024Medium.jpg Oil cooler installation. http://i85.photobucket.com/albums/k5...x023Medium.jpg |
I had many issues with the car and this setup. One of the major ones being oil consumption. At this point I had moved to Indiana, PA to work for Slowboy Racing. It seemed my valve guides were worn as the oil consumption continued with new valveseals.
When I say oil consumption issue, I mean 1 quart in 200 miles. The oil consumption issues were getting much worse, bad enough to start to cause detonation issues from oil in the combustion chamber. The most boost I could run without issue was 12, and it net 12.9@108 at the track, I was going backwards. I decided to order up a ported head from one of the leaders at the time, Forrester Race Heads. I bought what he called a "stage 1" which included 1mm over stainless valves and new guides. It took forever to get the head, so Mr. Forrester sent me one of his big bad race heads with bronze valve guides, and 1mm over Supertech nitrided valves. He also included a $600 intake manifold for free. Fuel Injector Clinic also gave me one of their fuel rails to test fitment. Kinetic Motorsports was in the final stages of releasing a front mount intercooler kit for the 2G DSMs and I did final fitment with one of their prototypes, that was given to me at an extreme discount. With all these new parts installed, the car was faster than ever. But still used oil, the detonation problem went away. I parted ways with SBR and moved back to Dillsburg. Soon thereafter I started my current job and bought a reliable daily driver, my F250. It was running strong, 11.9@122.7 on 21psi at the track. Now I decided it was time to turn the car up a bit and run it solely on race fuel. I also picked up a direct port nitrous system and installed it. The car ran great. Once I got boost up into the 25psi range, I started having head gasket leaking problems. I replaced the headgasket once and almost immediately the issue returned. It turns out the machine work on the deck of the block was too rough to seal with a metal headgasket at higher boost levels. I contacted the builder about the issue and was told I'd "be taken care of." I pulled the block out of the car, and decided to re-ring it and freshen it up, since it did have about 14K miles on it. Upon removing the pistons from the block, I found the oil consumption cause, the second ring on every piston was installed upside down. This makes it act as a scraper, pushing oil to the top of the cylinder instead of keeping it below the rings. I didn't mention this to the builder as I wanted the deck fixed for free. He tried to charge me for it anyhow, that didn't fly. They fixed it for free, and I paid for all needed parts for reassembly. More pics. Engine. http://i85.photobucket.com/albums/k5...nginesmall.jpg Wastegate. http://i85.photobucket.com/albums/k5...rly/Gsx007.jpg FMIC. http://i85.photobucket.com/albums/k5...rly/Gsx022.jpg New intake manifold. http://i85.photobucket.com/albums/k5...rly/Gsx011.jpg http://i85.photobucket.com/albums/k5...rly/FPRpic.jpg Nitrous. http://i85.photobucket.com/albums/k5...s017Medium.jpg |
While waiting for funds to get all the parts I needed for reassembly, I decided on a few "free" mods. I removed all the sound deadener and insulation from the passenger compartment. I also decided to get the ABS system out of the car. It was heavy, and didn't work properly. I moved the fuse and relay box to the glove compartment and rewired the whole car too. I wanted the extra space for intercooler piping, and I wanted to clean up the engine compartment a bit.
The ABS removal wasn't too bad with the engine out of the car. I bought all factory Mitsu parts for a non-ABS car, removed the old lines, and installed the new. The rewire was a different story, that took 4 hours a day for about a month to complete to my satisfaction. I removed over 10lbs of wire from the car and routed the wire in a way that made sense. To my amazement, everything worked when I put power to it. I also fabricated a twin intank Walbro 255HP setup, as I felt I wanted more available fuel flow when using the nitrous. I also painted the engine compartment black with metalflake, and clearcoated it. All rattlecan so it's not that great, but better than the red it was. Pictures. Fuse and relay box gone. http://i85.photobucket.com/albums/k5...d/IMAG0052.jpg Behind the dash. http://i85.photobucket.com/albums/k5...d/IMAG0028.jpg Removed wireing and ABS crap. http://i85.photobucket.com/albums/k5...d/IMAG0059.jpg Fuse and relay box location. http://i85.photobucket.com/albums/k5...d/IMAG0054.jpg Main battery junctions, relays, ignition module, generator relay, and MAF-T box. http://i85.photobucket.com/albums/k5...d/IMAG0057.jpg Closed up. http://i85.photobucket.com/albums/k5...d/IMAG0053.jpg Degreeing the cams. http://i85.photobucket.com/albums/k5...d/IMAG0064.jpg Completed engine compartment. http://i85.photobucket.com/albums/k5...d/IMAG0074.jpg http://i85.photobucket.com/albums/k5...d/IMAG0073.jpg http://i85.photobucket.com/albums/k5.../IMAG00691.jpg |
I got the car put back together and once again, it was faster than ever. It didn't even use oil anymore. I didn't manage to get it to the track like this though. Did a lot of stomping around on the street with race fuel, 30psi, and nitrous. I did get called out once, and then heard a lot of excuses.
One night out tooling around with my buddy in the passenger seat, I looked over and said, "watch this!" I should have known better. Armed the nitrous, hit it in 3rd gear, grabbed 4th gear. KABLAM, jingle jingle jingle... It sounded like I had run over a trash can full of marbles and beer bottles. I caught a glimpse of a fireball in the rearview mirror. My buddy thought the flywheel was coming through the firewall for his legs. During the pull, his seat had flexed back, and the inertia reel activated, locking the seatbelt very tight. In his panic, he tried to release his seatbelt and go for the back of the car. He was like a cat clawing at a fly on the other side of a window screen. I knew I lost a cylinder, but I still had power available. I pulled off an offramp and shut the car down. I was then advised that I should move to a different area due to some others activities farther up the road. I figured, "what the hell, can't hurt it anymore." It was very potent, the smell of hot oil and coolant. I guessed I set the piston ring gaps too tight and one siezed and pulled the wrist pin out of the bottom of the piston, or a bearing clearance was wrong and siezed on the crank, or a rod bolt backed out because I didn't torque it properly. I jumped back into the drivers seat and hit the key, the thing fired on 3 cylinders, away we went. About 5 miles with no oil or coolant. I dug out the tools and flashlight to inspect the damage. I immediately found a hole in the front of the block... and another hole in the back of the block. Investigation showed the broken connecting rod was still bolted to the crank, and still rotated on the pin. I pulled the spark plugs and checked the pistons, #2 was siezed in the bore. I thought I ruined the head also. A call to AAA later I was in a roll back on my way home. I had the engine apart and on the ground in about 40 minutes. The #2 connecting rod had broken mid beam and gone right through the cylinder wall, locking the piston in the bore, it took a hammer to free it. The piston didn't touch the head, I got lucky. Even after driving no oil or coolant, the crankshaft was perfect, I checked it for straightness, polished it, and put it in the new engine. There were no signs of detonation or a lean condition on the plugs, head, or pistons. Failure was a mechanical failure of the connecting rod, or a serious pre-ignition event which I doubt. I did notice the 3 remaining connecting rods had some machining imperfections in the same spot where the one broke. I could have possibly prevented this failure if I had performed a more through inspection. Not discrediting Eagle rods, but I will not use them again. Pictures. Engine block. http://i85.photobucket.com/albums/k5...e/IMAG0071.jpg http://i85.photobucket.com/albums/k5...e/IMAG0072.jpg http://i85.photobucket.com/albums/k5...e/IMAG0069.jpg http://i85.photobucket.com/albums/k5...e/IMAG0068.jpg Piston. http://i85.photobucket.com/albums/k5...e/IMAG0075.jpg http://i85.photobucket.com/albums/k5...e/IMAG0074.jpg http://i85.photobucket.com/albums/k5...e/IMAG0077.jpg Rod. http://i85.photobucket.com/albums/k5...e/IMAG0079.jpg http://i85.photobucket.com/albums/k5...e/IMAG0078.jpg http://i85.photobucket.com/albums/k5...e/IMAG0082.jpg Pieces of rod. http://i85.photobucket.com/albums/k5...e/IMAG0083.jpg Pieces of block. http://i85.photobucket.com/albums/k5...e/IMAG0084.jpg |
Enter another deployment before I could get the car together.
I spent a lot of time on the internet and phone discussing different options, trying to figure out what I want to do with the car. I finally settled on building a street legal race car. I was tossing the idea around of going to a 2.4L but decided I'd rather have a high revving 2.0. Now on to pick the pieces of the puzzle. I selected and purchased all the parts while I was 5000 miles from home, and to my amazement, they all fit together perfectly. For the engine, I decided to try a set of Groden aluminum rods, that's right, aluminum. I decided on the same Ross .020" over pistons as they had taken a lot of abuse in my previous engine. I again picked the HKS head gasket as it is a great design compared to others on the market. I also decided to install new 1mm over Supertech nitrided intake valves, and 1mm over Supertech inconel exhaust valves. Supertech dual valves springs and retainers were also added. I used the crankshaft from the engine that had the rod failure, as it was perfect when I magnafluxed it and checked it out. I had to modify the main bearing bridge caps for clearance of the aluminum rods. I knew I would be spinning it to 10K so I decided on the ATI 4G63 harmonic dampener, as the stockers fall apart with time. I originally wanted to use a 67mm inducer turbo, such as a Forced Performance 3575 or a T67 of some sort on an HKS DSM manifold. After seeing results from the 67mm turbos, I decided to go bigger and ended up with a GT4202R, which is a 74mm inducer. Amazingly the 42R fit in the 2G engine compartment hanging off the HKS copy manifold, even with the stock fan in place. I knew my current intercooler piping and exhaust would not mate with this behemoth. With the help of a friend, we made new aluminum IC pipeing, 3" from the turbo to the FMIC, and 3.5" from the FMIC to MAF and then on to the Infiniti Q45 85mm throttlebody. We also had to make a custom adapter plate to bolt that throttlebody onto my intake manifold. I built a 4" exhaust from scratch of stainless pipe and Magnaflow Muffler. I also made my own wastegate plumbing for the 44mm Tial. Oil and coolant are carried to and from the turbo via braided stainless lines and the proper fittings. In order to make room for a 4" downpipe, I had to relocate the alternator to the rear of the engine block. I made a bracket and adjuster from stainless, it works flawlessly. I drove it from the inside belt groove on the crank pully, it's normally driven by the outside. This kept me from having to beat a dent in the unibody frame rail. I then had to slide the powersteering pump outboard 5/8" to use it to tension the belt that drives the waterpump in the outside groove of the crank pulley. Upon relocating the alternator, I had to do some more wireing to get the wire where it needed to be. I also relocated the battery to the trunk in the past, and finally added the necissary NHRA legal battery box and external kill switch. I also removed my HKS EGT gauge, and installed an AEM wideband, real logging of AFR finally. I had ideas of running E85, and I knew I would need up to %25 more fuel. I felt my twin intank setup wouldn't be enough to keep the new 1600cc/min injectors happy. I installed an inline 255HP to assist. Yes, I have 3 fuel pumps, yes, I need them. I knew the drivetrain was going to take some abuse, I haven't mentioned how many times I had broken 3rd or 4th gear doing highway pulls. I needed something that would take a beating. Straight cut gears are strong, so is dog engagment. Goodbye synchronizers, hello crashbox. If you haven't heard my car while shifting, it's deffinately called a crashbox for a reason. Brian and I had to do a little machine work on the transmission case to get the input shaft to fit. From there I had to do other various modifications of oil troughs and the reverse idler gear linkage to get it all working. No instructions on this one, it seems I put it together properly. A clutch that could take the abuse was next on the list. I knew single disc wouldn't handle it. I went to Powertrain Technology and got my hands on a twin disc high torque rated clutch with the proper spline for my non-stock sized input shaft. Pedal feel and engagment is predictable and consistant. The next drivetrain part that I addressed is the rear axles, they like to snap in a hurry at the first sign of wheel hop and high power. I replaced the axle shafts with the Drive Shaft Shop axle bar upgrade. I also finally ditched the factory struts for some Tokico Illumas. That's all I can remember. More pictures. Parts, parts and more parts. http://i85.photobucket.com/albums/k5...d/DSC02078.jpg http://i85.photobucket.com/albums/k5...d/DSC02082.jpg http://i85.photobucket.com/albums/k5...d/DSC02085.jpg http://i85.photobucket.com/albums/k5...d/DSC02083.jpg Dog box parts. http://i85.photobucket.com/albums/k5...d/DSC02079.jpg Flywheel, notice the safetywire. http://i85.photobucket.com/albums/k5...d/DSC02130.jpg Clutch. http://i85.photobucket.com/albums/k5...d/DSC02135.jpg Head. http://i85.photobucket.com/albums/k5...d/DSC02105.jpg Engine. http://i85.photobucket.com/albums/k5...d/DSC02115.jpg http://i85.photobucket.com/albums/k5...d/DSC02122.jpg http://i85.photobucket.com/albums/k5...d/DSC02124.jpg http://i85.photobucket.com/albums/k5...d/DSC02126.jpg |
I don't have pictures of the most recent modifications, the axles, and the solid rear differential bushings that I made.
Here is what the car looks like right now, in it's driveable form. Safetywired oil filter. http://i85.photobucket.com/albums/k5...R/DSC02211.jpg Engine compartment. http://i85.photobucket.com/albums/k5...R/DSC02184.jpg http://i85.photobucket.com/albums/k5...R/DSC02179.jpg Turbo. http://i85.photobucket.com/albums/k5...R/DSC02180.jpg http://i85.photobucket.com/albums/k5...R/DSC02181.jpg http://i85.photobucket.com/albums/k5...R/DSC02183.jpg Exterior. http://i85.photobucket.com/albums/k5...R/DSC02735.jpg My sticker. http://i85.photobucket.com/albums/k5...R/DSC02739.jpg Going to the DSM Shootout, 2006. http://i85.photobucket.com/albums/k5...R/DSC02740.jpg |
*Notice, this was written for another website in which there was some talking of trash going on.*
This journal is for all of those who think it comes as easy as handing your paycheck over to the nearest shop. It shows what it takes to do it by yourself, trial and error, and figureing out the unexpected along the way. To those who complain about the rumors about their cars, yet do nothing to quench them, is it really a secret?. To those that have never turned a wrench yet feel they are qualified to make assumptions about someone who can, and does run a number. And espeically to those who can make statements about what their car will do, when it's not in one piece. Tooch, I'm not singleing you out either, so take it easy, there will be many more coming to this website just to read this journal. Don't take this as me insulting you. Take it as a challenge to do what you say. Get it to the track and whip my ass, I'll be the first to congradulate you. Then I'm going to go and do what I need to do to beat you the next time. If you're learning, learn. There are people that may know more than you, and are trying to help, they may come off as abrasive at times, but sometimes you have to suck it up and drive on. You'd be amazed what you can learn by hanging around with some of these jerks that spin iron and spit wooden nickels. I'll even post embarassing times and dyno numbers for my setup. Don't forget, street tires and E85 for fuel. 27psi and a air metering problem. The only time the car has ever been on the dyno, I was hoping for 500 at the wheels. When I got to the track, I was hoping for 135MPH trap speeds. Not one of you ever heard me make a claim of what my car will do, before it was done. Track times were run at 32psi, with the metering problem fixed. http://i85.photobucket.com/albums/k5...eslips/JRM.jpg First pass with the new setup, ever. I'm 788YK http://i85.photobucket.com/albums/k5...ps/BSD12.3.jpg Second pass. http://i85.photobucket.com/albums/k5...ps/BSD11.1.jpg Third pass. http://i85.photobucket.com/albums/k5...ps/BSD10.7.jpg 2 days and 3 passes later. I'm 79 here. http://i85.photobucket.com/albums/k5...ips/SM6.85.jpg I'm progressing along quite nicely, and the car still has a lot more power than most of you realize still to be found. |
I'll even post videos.
Idleing in the snowfall. http://s85.photobucket.com/albums/k5...RedCarIdle.flv A ride with a crashbox. http://s85.photobucket.com/albums/k5...rent=Drive.flv WOT Fun. This is the exact same settings as the dynosheet. http://s85.photobucket.com/albums/k5...ent=WOTRun.flv |
Might as well put these in here so they can be associated with my Journal.
Dash Video. Incar Video. Drive By Video. |
Some current pictures from when I was home for Christmas.
http://i85.photobucket.com/albums/k5...X/DSC_3998.jpg http://i65.photobucket.com/albums/h2...x/IMG_6604.jpg http://i65.photobucket.com/albums/h2...x/IMG_6609.jpg http://i65.photobucket.com/albums/h2...x/IMG_6611.jpg http://i65.photobucket.com/albums/h2...x/IMG_6612.jpg http://i65.photobucket.com/albums/h2...x/IMG_6613.jpg http://i65.photobucket.com/albums/h2...x/IMG_6619.jpg http://i65.photobucket.com/albums/h2...x/IMG_6623.jpg http://i65.photobucket.com/albums/h2...x/IMG_6624.jpg http://i65.photobucket.com/albums/h2...x/IMG_6620.jpg |
I hope you guys enjoy, I know I have had a blast mostly every minute I've played with this car.
Questions and comments welcome! Oh, and plans are a 9 second pass at 150+MPH on all season radials and E85 before I put good tires on it with good fuel and really turn it up. |
Nice progress.
After removing the ABS stuff, did you have the ABS light on the dash? or did that leave with the ABS module? I may have missed it but what kinda shot were you running when it popped? |
Thanks, no, no ABS light, it all went away.
100 shot on top of 30psi. when she came apart. |
Very nice write up, I'm impressed, seriously entertaining to read since most of us have been there at one point or another.
Edit: I've seen those videos before and pooped em'! |
Whoa...Just caught the rest of your additions since I last posted, Very impressive, Kudos to you bro! Very well done! Good to see another DSM guy as dedicated. Good luck for this coming season and the new goal, Im hoping for 600+hp and some nasty time slips myself...
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Wow great writeup! I just started my DSM journey by picking up my pretty damn clean 97 GSX but it is slow as balls at the moment. Maybe one day I will have the balls to go all out like the majority of you. That writeup was so detailed and impressive. Welcome to TST.
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Wow, i am almost speechless, what a crazy and awesome journal/build/progress/setups haha....Car is awesome and so is your G....
Definitly subscribed to this and what a great read.....!!!! |
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