alexbuck205 said:

looks amazing man, my favorite GVR4

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Lester B said:

Props bro. Clean job. Not hacked together and your love shows through.
Looking great!

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Thanks for the kind words, guys. I really appreciate the support and encouragement.

brads said:

Glad to help, I hope it lasts as well as it looks. I like how you added a little heatshrink over the back of the connectors/terminal on some of these. It looks good!

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Thanks, Brad. I'm hoping it lasts too, since the whole ordeal was pretty time and labor intensive. I tried to make sure I had plenty of relief on all the wires like you said. I made some pretty nice loops at the connectors to achieve that. Again, thanks for the advice and guidance. Even though we weren't always on the same page, you still stuck it out and put forth suggestions. It's much appreciated

Picked up a Turbo Performance manifold blanket ---> http://www.dsmtuners.com/members/turbo-performance.138026/. I was apprehensive for paying $100 bucks for this thing at first. After I got it though, I was pretty impressed. The construction is awesome. It's super heavy duty, and the fit is perfect. I highly recommend this is you have a FP manifold. The only catch was I had to reconfigure my J-pipe again (4th time now). I don't think this would fit a stock piping setup.




Installed:






I started to make some more improvements on the clutch system today. Installed a new 1G clutch master with the larger fluid reservoir. I have an ACT 2600 and 6 puck sprung disc on the way to go with it. Not looking forward to pulling the transmission though...

GST with PSI updated GSTwithPSI's Galant VR4 #1837/2000

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Got some work done on the car this weekend. Started by installing the new clutch and TOB:




Then built a bastard 20G:










The put on my sweet oil cap:




The clutch feels better than it ever has. The ACT 2600 with the 6 puck sprung disk is the perfect compromise between streetability and grabby performance. Also, the clutch fork is directly in the middle of the window where it should be. The trans shifts fairly smooth at high RPM, and I'm not fighting the trans like I was before. The car feels much better overall.

I'm still on Evo 560s and the B16G. I'd like to take the car back to the track and see what I can squeeze out of this setup on a good clutch. Afterwards, I have FIC 1050s and the bastard 20G ready to drop in. Also, high on the priority list is new intercooler piping. I've got a local shop waiting to do the custom piping job, so after the Shootout I can dedicate some time to that. I'm not sure where I'm going to go with the next turbo setup, but I'll be on the lookout for something bigger to replace the bastard with as budget allows.

At this point, I just need to put some miles on the car to gauge how it will handle the trip to the Shootout. It seems like I'm always wrenching on this thing right up until crunch time...So I've still gotta decide if 1837 is going to make the trip to Ohio this year or not

GST with PSI updated GSTwithPSI's Galant VR4 #1837/2000

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GST with PSI updated GSTwithPSI's Galant VR4 #1837/2000

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GST with PSI updated GSTwithPSI's Galant VR4 #1837/2000

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Drove to breakfast this morning. The new clutch feels great. Added a bit of camber too, which tucks the wheels nicely.

GST with PSI updated GSTwithPSI's Galant VR4 #1837/2000

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Made some more changes to 1837.

I started by replacing the factory puller fan with something that moves a bit more air. I got a good deal on a 14" SPAL slim fan, which is rated at nearly 1300 CFM. I'm hoping this will drop my temps a bit at idle, and it opens up some more space in the engine bay. It barely fit on the radiator next to the other slim puller I have set up (which it dwarfs in comparison).




Bastard 20G is on. Also installed a tubular O2 housing.





FIC 1050s are in as well. Rebuilt and flow tested by FIC; installed with all new seals.




Also got some bumpz...

Got everything all installed today. I'll eventually re-carpet the trunk area and make everything look nicer.


]


Also installed my 60mm Greddy water temp gauge.

GST with PSI updated GSTwithPSI's Galant VR4 #1837/2000

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GST with PSI updated GSTwithPSI's Galant VR4 #1837/2000

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1837 @ East Coast MOD (October, 2015)

Looks great, man

CrackedDSM said:

Looks great, man

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Thanks, man. I appreciate the positive feedback.

GST with PSI updated GSTwithPSI's Galant VR4 #1837/2000

New personal best 1/4 mile.

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GST with PSI said:

1837 @ East Coast MOD (October, 2015)

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This has more character than any new car today. This is a thing of beauty. Hats off to you friend.

miliman13 said:

This has more character than any new car today. This is a thing of beauty. Hats off to you friend.

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Thanks very much for the kind words. I really appreciate your feedback.

GST with PSI updated GSTwithPSI's Galant VR4 #1837/2000

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New radiator fan setup: Dual 13" SPAL slim fans

Last month at East Coast MOD, I got to meet up again with Sal (desant78) at his shop following the meet. He and his friend Phil run Side Street Motorsports, a custom car and fabrication shop. 1837 has been in need of a legit intercooler piping setup for some time now, and the guys at Side Street Motorsports agreed to take on the job. So, last Sunday I drove to car 2 hours to Sal's shop in NJ, and spent the day hanging out while he and Phil custom made a boss ass short route aluminum piping setup for 1837.


So, rolled in and found Sal's 995/1000 JSB in typical GVR-4 fashion. Sal's currently in the process of some major overhauls on the car.




After a few sausage & egg McMuffin's, we got down to business, and started tearing stuff apart.



I'm currently on an aftermarket Evo 8 core. In order to configure the core for a short route piping setup, I needed to have the driver side end tank modified to relocate the outlet. The fabricator, Phil, made short work of modifications by welding up the old outlet and replacing it with a new one.






Next, they mocked up the cold side pipes, starting with the lower intercooler outlet pipe.



Then, they fabbed up the upper intercooler pipe and BOV flange.




Here's the entire cold side.

Next came the hot side. My biggest concern was the J-pipe. On nearly every J-pipe I've seen, the are always built like shit. The ones that aren't necked down ridiculously small always compromise clearance near the exhaust manifold. I needed plenty of clearance with my FP manifold, and additionally, I'm running a manifold blanket which required even more clearance. I also always hated how most J-pipes have a coupler positioned right over the manifold. I expressed my concerns/desires of the J-pipe design to Sal and Phil, and they delivered a piece that far exceeded my expectations.


They started mocking up the hot side on my car.




Then Sal mocked it up after it was welded together on his long block, which shows the routing and clearance.






And here are a few shots off the car.






Here's the entire setup: 3 pipes, 4 couplers (90* TB coupler not pictured), and the intercooler. This truly turned out awesome!



Lastly, the final product.






The best part of the whole process was I got to be in the shop the entire time Sal and Phil were working on the car to give them my input (not that they even needed it). They were open to my ideas, and were willing to hear me out and do the job like I wanted it done. I'd highly recommend the services at Side Street Motorsports, and I couldn't be happier with how everything turned out.

I was in awe of how much of a performance increase I saw with the new piping setup. I'm seeing significantly reduced spool times, and the car feels much quicker. I will do some logging and make some comparisons against old logs. Suffice it to say, this was a long needed, and an extremely beneficial upgrade.

Lastly, BIG thanks to Sal and Phil! I had a blast hanging out, and enjoyed checking out some of the other cool projects they were working on around the shop. They had stuff ranging from a turbo H6 swapped STI to a LS2 swapped 350Z; all of which can be found on their FB page.

I started dialing in the car on E85 last night. 3 pulls later I logged 43lbs/min with the bastard 20g on a VERY conservative tune. 21psi, and only 16* peak timing up top. Previously, I never logged anything over 39ish lbs/min on 93 pump. Needless to say, there's still room for more boost and timing. With more boost, I'll probably need to bump the base fuel pressure to drop my IDC, though.

Oh, and zero knock

GST with PSI updated GSTwithPSI's Galant VR4 #1837/2000

Track times updated. New 1/4 best 12.8 @ 109

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Now that the car is making substantially more power on E85, I'm beginning to find some weak points. A launch at the track twisted off one of the 3 bolt axles in the rear diff.



Thanks to Anthony's awesome writeup, I was able to swap a 4 bold LSD into the 3 bolt diff housing. I wanted to get the car rolling around again before the winter, as there's a few more things I want to try and accomplish before I tear it down for the winter. I'm planing to drop the whole rear subframe this winter and recondition everything, as well as strip and undercoat the whole undercarriage. I'm still torn on whether or not to keep my 4WS, so for now, I just did a quick diff swap to get the car up and running again.

Started with new 4 bolt axle cups



4 bolt rear



3 bolt diff and 4 bolt LSD diff




4 bolt LSD assembled with bearings and 4WS drive gear



4 bolt LSD installed in the 3 bolt pumpkin



4 bolt axles



Done



Buttoned everything up and took it for a test drive. It seems like it drives pretty much like before. The car still bitches when I make tight turns, or reverse while turning. The only difference is now, it seems like the LSD makes a little noise, rather than the wheels chirping and hopping. It only happens at super low speed with the wheels cut hard, which leads me to believe it's just another symptom of doing $hit to the car you're not supposed to; like welding the center diff. Took it for a drive on the highway and it's silent, as I'd expect. Overall, it was a pretty easy swap, and hopefully this keeps me from snapping axles in the future.