Here is a rundown of what I have done to my GSX. I bought the car in 2005 and it was mostly stock with only a few ricey mods (e-bay vented BOV, cut springs, and an exhaust that had a giant tip but still small tubing). I have spent the last 6 years having fun with the car and as most DSM owners do, constantly repairing/upgrading it.
Suspension / Brakes:
Muellerized JIC suspension
Evo 9 Brembo Brakes
Drilled and Slotted Evo 9 Rotors
RRE SS Brake lines
Stoptech front pads
Stock rear pads
Avid solid motor mounts
Bolt Ons:
K&N FIPK
FP intake
RC 1200cc Injectors
Holset HX-35 7 Blade Turbo in Bullseye Power .55 A/R bolt on housing
FP Exhaust Manifold
Punishment Racing O2 housing with Tial MVS waste gate recirculated
Extrude honed stock intake manifold
E-Bay Front Mount Intercooler
Synchronic BOV
1G Throttle Body with FIAV blocked off
Short Route Piping
RRE 2.5"-3" Downpipe
RRE Test Pipe, High flow cat installed when needed
80mm Espelier Catback Exhaust
Saikou Michi Catch can with 5/8" lines
255 lph Walbro Re-Wired
-6AN tank to rail fuel line with Fuel Lab filter
Fuel Lab FPR
Greddy Profec-B Spec 2 EBC
HKS Type 0 Turbo Timer
Engine:
2.3l 6-bolt
Eagle 100mm crank
Manley connecting rods
Wiseco Pistons 8.8:1
Machined down rear balance shaft / front removed
Mitsu multi layer head gasket
2G head with intake ports, port matched to intake
Kiggly HLA Pressure Regulator
1mm over sized valves
Kiggly springs and retainers
FP4R cams
AEM cam gears
ARP head and main studs
OEM oil and water pumps
OEM timing belt, tensioner, and pulleys
Drive Train:
ACT 2600, 6-Puck, Street Light Flywheel
TRE Performance Stage 4 Trans with 10% taller fifth
Quaife front differential
Welded Center differential (temporary while getting Quaife center replaced)
B&M Short Shifter
Tuning:
ECMlink V3
Zeitronix Wideband A/F Meter with Boost, and warning box
Zeitronix Ethanol Content Analyzer
Very nice car. Used to have a GG ix, buschur built 2L, FP red, back when I lived in Florida. Sadly it got totaled and I needed to try a c5 z06 as I always loved them.
I always say that my next car will be a Z06, I’m hoping for C6 though. I love that body style.
And the car is currently consuming a lot of oil, I hope it is from the valves and all it will need is new valves and guides. I am right now putting on new Kiggly Bee Hive valve springs and seals and inspecting the valves while I do it. If that isn’t the case and it is rings I will be ditching the 2.3 in favor of a Buschur Stage 3 2L.
I’m kind of at a loss right now as compression numbers are fine, a leak down test with a cold engine had a lot of leakage at rings but with forged internals and a cold engine I wasn’t shocked. But I’m loosing a quart of oil about every 100 miles. The previous attempt at a 2.3 for this car only lasted 6000 miles before it detonated and when I tore it down I found that a few valves that had severely worn valve stems. I didn’t think a whole lot about it at the time as it seemed that the engine death was caused by running rich at initial break in may have washed the cylinder walls down causing the rings to wear and then let oil into the cylinder that detonated at low timing and not very much boost. But with oil consumption problems again and it seeming like it could be from the valve stem seals I think it may be that the FP4R cams call for Bee hive style springs and my BC springs were not that style so they might be causing some issues.
I just now got done putting in my new valve springs and seals. And while it did feel that some of the exhaust valves may have had a bit of excessive play in the valve guides I think it is safe to say I have a piston ring issue.
I was using an air hold to keep the valves in the head and on cylinders 3 and 4 my 3 gallon compressor was able to stay off for a few minutes at a time while maintaining 80psi in the cylinder. On cylinders 1 and 2 the compressor had to run continuously and could only keep 70psi in the cylinders.
It looks like my tax return will be a new short block as building this 2.3 twice was enough for me. I think it may be cursed.
I’m running ZR1 20W-50, the turbo was just rebuilt because I wrought that was the problem at first, there is never more than a thin film of oil in the intercooler piping, my catch can never has more than a cap full in it, and after I get the timing belt back on today I intend to do another leak down and a compression test.
Awesome build man! Since youre running Link V3, have you considered ditching the MAF in favor of straight speed density or do you still have room to play?
I am planning to go speed density, the only reason I haven’t is that in CA is was keeping the MAF for stock appearance under the hood and I still have not maxed it out so it hasn’t been a pressing matter. Pretty much I just need to pick up an IAT and weld it into my throttle body elbow.
Good deal, and if you really dont wanna be bothered with it, V3 is pretty MAF friendly, a lot more than V2 was. Im still fine tuning a 1g with a GM MAF + Translator + V2…Im hoping he just converts to V3, haha.
Well I got the car running yesterday but after dark so this morning I did a boost leak test, then cleaned all oil residue out of the intake pipe, test drive, checked for more oil in the intake and then did a leak down test and compression test at operating temperature.
There was absolutely no oil in the intake after the test drive so as suspected it is most likely not coming from the freshly rebuilt turbo. And hear are the leak down and compression results.
Leak Down Test.
1: 47% 2: 35% 3: 35% 4: 33%
Compression Test
1: 150psi 2: 165psi 3: 170psi 4: 170psi
And during the leak down test on cyl 1 air was coming out of my crank case vent and dip stick tube so pretty much confirmed that tax return time is also Burshur short block time.
