Thread: New VE-T blogger, dyno low boost 6-10-10.

I hope i can sell my P11 for 1700 when i do the 6speed swap, to offset the cost some
Before anyone bashes, its still under 8k miles.

no one is going to pay you $1700 for your P11 trans. $1000-$1200 is it. Most P11 trans you buy have 60K-120K and 75% of the people who generally buy these cars leave them stock and drive them easy,

I'm sure he has a new one he bought from the dealer. That's why so much. Like getting a brand new tranny pretty much. Not a bad deal. I put everything back together, but it is looking like the 6 speed swap is going to take more money from the budget this year that was for racing. But having the car running right is more important. The FD gear in this trans took a little beating and after driving the car today, it will require replacement. There is a faint tick from the trans as the car rolls to a stop. The FD has a tooth with a small chip on the end.

I may just drive this trans this season and do the six speed later. I can always put a new FD in this transmission. Only takes a day to rebuild and replace. Not a big deal.

Okay, so the review of this setup now that it runs hard. Revving to 8000rpm (8300rpm cut) on 10psi this thing feels really good. The power climb is very linear and it holds traction very well. I've never felt this car pull so hard (on under 15psi), and the extra traction makes the car much faster. Especially in 2nd. The power builds and builds. 2nd gets you to over 70mph, and 3rd gets to over 105mph. It screams on the top end. I imagine power climbing into the 7800-8200rpm range, but I haven't moved the limiter any higher. You feel the MSD pull timing at 8k in anticipation of the soft ignition cut.

The torque feels like maybe 230ish. Dropping to about 210ish at 8000rpm. So maybe 320-340whp peak. Revving higher keeps this engine in its peak powerband. It doesn't really beg for more boost either, though I can imagine the motor won't fret. 10psi on the street is really good. Makes about the same power as the old log setup did on 16psi, perhaps a little less.

The VVL changeover is loud, and the 10psi makes for a very broad powerband. Hitting 10psi happens at a low 3500rpm right when the VVL hits. Engine response at 5K seems slightly improved. Nailing the throttle at 6K is near instantaneous response, even with the turbo spooled down completely. Still have some spool? Even quicker response!

The motor revs happily to 8300rpm and I can't wait to feel this beast on 20psi. But I wanna take my time getting there. The peaky powerband helps a lot with traction though, and feels really incredible for that low of boost. Spinning in 2nd now requires some provocation... or just 2psi more boost

This motor has a different personality than the old one. A lot of the old traits, sure, but the kind of power it makes from 5000-8300rpm changes it completely. You notice a little lost bottom end, but I am genuinly excited to see what this thing even does on 10psi. Because it is going to be a very respectable number.

glad its up and running and running good coheed.

i look foward to your numbers !

stratton.

Coheed are you running SR16 cams on this setup? If so I may have to keep mine when i may decide to turbo the VE. Very tempting. Definitely looking forward to the new dyno results.

Yea running the sr16 cams. The bottom end lost a little bit, but to be honest I really wanted the power curve shifted to the right a bit to help reduce compressor surge. The VET cams never surged, but the 2.0 cams did pretty badly.

In regards to the Spec V trans swap, what is the reason for getting the B15 hubs? the axles not fit in there? What about making a set of axles instead of swapping hubs? Would it be easier to have Raxles make some CVs?

you could probably have something made but that defeats the purpose of the larger hubs though. The axle ends are bigger as is the entire axle shafts so for those running and launching on slicks at the track you would definetly want to have the bigger hub ends and shafts. Just in case.

Our stock axles are pretty strong, i mean it took an 8k rev limiter launch and dead hooking on the slicks to snap my stock oem axle. And i snapped it at that hub. Other than that i did many many drag launches on slicks from 6k to 8k rev limiter and never broke and axle. But then again i never dead hooked either. haha

Ok, so the larger hubs are needed for the larger size axles? What about the B15 SE? I thought it had the same axles as B14 SER?

If I do the hub conversion for the front, I am going to look for Spec V brembos and get the whole rear beam as well. Convert the whole car to 4x114 lug pattern. I really like the new Spec V wheels, but the new Spec is 5 lug right? So what if I converted to the new Spec V hubs/brakes etc? I wonder if the rear beam on that will work on the B14? That would be cool if it did.