I think that beautiful hotside pipe should be available to us too...
Oh we can offer them, but they took quite a bit of time to finish. The two step finishes like that take a lot more work and the translucent red did not want to stick to the chrome. In the end though Randy came up with a novel way to get it to stick to the chrome and all was happy, and they look great!
By the way Carl, she is up and running and driving
You're kidding me, right?
Man, that was quick work! I appreciate the time you took out of (I'm sure) some very busy days to engineer my DDM custom turbo system.
A month or two ago I would have used works like - pittle with, mess with, rehab project, re-tune and other comments similar. But what you have really done is design and produce a beautiful turbo system! I also like the option you give your S/C system buyers to have it installed at your shop (well worth the drive to Piedmont, IMO)!
I'm sure everyone on the forum will be instested in the upcoming tweaking, tuning and performance you pull out of whatever turbo feeds that huge DDM Intercooler!
__________________ TEAM SOLSTICE 2008
NASSOA(tm) Founding Member #2 1st 1K #781 DDM Custom Turbo System DDM Pro-Beam, A-Pillar Pod, PLX gauges
Starlight red I/C pipes and coil cover
GReddy Profec B Boost Controller, HKS BOV
3" Magnaflow cat-free
Werks radiator / Precision billet grilles
Norms vented fenders / GXP Spoiler
Riken Raptor's 255/45/18
Last edited by carlintexas : 04-06-2008 at 08:39 AM.
Location: Building the LARGEST OIL REFINERY in the USA
Quote:
Originally Posted by carlintexas
You're kidding me, right?
Man, that was quick work! I appreciate the time you took out of (I'm sure) some very busy days to engineer my DDM custom turbo system.
A month or two ago I would have used works like - pittle with, mess with, rehab project, re-tune and other comments similar. But what you have really done is design and produce a beautiful turbo system! I also like to option you give your S/C system buyers to have it installed at your shop (well worth the drive to Piedmont, IMO)!
I'm sure everyone on the forum will be instested in the upcoming tweaking, tuning and performance you pull out of whatever turbo feeds that huge DDM Intercooler!
Great news Carl!! your Solstice will now perform the way it is supposed to .... and LOOK GOOD while doing it ... and I have to second your feelings about the option of having the S/C installed at their shop .... WELL WORTH IT .... enjoy your visit.
__________________ DDMWorks Supercharger kit #11 - STAGE II- DDMWorks 3 guage pod with PLX gauges (boost/afr/oil temp)- Koni Sport shocks f/r-DDM ProBeam-DDM upgraded brake kit(drilled/slotted rotors-ss brake lines-ceramic pads)-DDMWorks 4-1 long tube headers and hiflow converter-JPM padded center console-DDMWorks Backbone (in RED)-SOLO SQR-2 dual center exhaust-Norms Painted (SLY) rear valence-Kazera KZ-L wheels w/Bridgestone RE760 Sport tires (255/45/18)Waiting on Stage III and the STB (Shock Tower Brace)
It depends on where the breather goes back to. In the case of the MINI's that we work with the breather line goes back after the throttle, which means that it will see a vacuum on the breather line and pull oil vapor into the intake tract. So with those an oil catch can helps keep oil out of the intake tract, intercooler and engine.
The Miata's that we also do development on have a set-up similar to the Solstice where the breather line is hooked into the intake tract before the throttle, therefore the breather line should not see vacuum. You can see in the picture below of a Miata set-up from the man who literally wrote the book on turbo charging engines, Corky Bell, he runs the breather line the same as we do, back before the turbo, but after the air flow meter.
It is a lot easier to just stick a filter on the end of the valve cover though, and we will be watching the intake tract on Carl's car for any signs of oil. So far in the 35000 miles that Randy has on his supercharger kit with a similar set-up, we have not seen a drop though
By the way Carl, she is up and running and driving
Ok, Make sense, however, it was noted on my old setup that much higher boost levels produced more blow out of oil from the breather. Not sure how much boost you are running in your SC setup, but with my old car, I was running 13 psi and they noticed a significant amount. Even my Stage IV I had to change the filter cause it was dirty with oil. Just thinking of the long term effects of it.
Just my
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Proud owner of Hahn Racecrafts "Soul Food" Solstice and member of TEAM SOLSTICE 2008
Mods
Dynoed at 450HP
Hahn Turbo Stage IV with valvetrain upgrades
Clutch Masters Stage IV Clutch
Hahn High Flow CAT
Solo Performance Center Dual Exhaust with Norms Fiberglass Diffuser
Ok, Make sense, however, it was noted on my old setup that much higher boost levels produced more blow out of oil from the breather. Not sure how much boost you are running in your SC setup, but with my old car, I was running 13 psi and they noticed a significant amount. Even my Stage IV I had to change the filter cause it was dirty with oil. Just thinking of the long term effects of it.
Just my
Thanks! We will be watching it and see what we encounter.
A couple of questions? Are you still running Hahns fuel regulator and pump? What is the advantage of moving the maf? I feel like you will get an accurate reading in that position.
The stage III fuel reg & pump, along with all the stainless lines are in a box in the corner of the shop. I'll be putting it on the forum or E-Bay for any Hahn stage II owner that wants to upgrade to stage III.
The MAF question will have to be answered by the experts at DDM!
__________________ TEAM SOLSTICE 2008
NASSOA(tm) Founding Member #2 1st 1K #781 DDM Custom Turbo System DDM Pro-Beam, A-Pillar Pod, PLX gauges
Starlight red I/C pipes and coil cover
GReddy Profec B Boost Controller, HKS BOV
3" Magnaflow cat-free
Werks radiator / Precision billet grilles
Norms vented fenders / GXP Spoiler
Riken Raptor's 255/45/18
This is the first time that I have payed real attention to the pictures. The last time I had my sensor there and my bov where yours is right now, it messed up my car pretty good, because the sensor is reading the turbo not the intake. It would made my car go really rich at 10.0 after every shift, or after i gunned it and let go of the gas. It would also send the car into LIMP mode every once in awhile. Watch how your driving the car and see if these are things you notice.
Looks great.
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Compression Performance
This is the first time that I have payed real attention to the pictures. The last time I had my sensor there and my bov where yours is right now, it messed up my car pretty good, because the sensor is reading the turbo not the intake. It would made my car go really rich at 10.0 after every shift, or after i gunned it and let go of the gas. It would also send the car into LIMP mode every once in awhile. Watch how your driving the car and see if these are things you notice.
Looks great.
After this weekend the car was pushed pretty hard on the trip to Atlanta and back, and she has been running flawlessly.
This kind of configuration is common on other cars that we have done and there is some metered air that is vented to atmosphere when you shift, and once you go back to throttle it does dip slightly rich, on the wideband we are not seeing that large of dip, certainly nothing in the 10 range. No limp modes, and the car is A LOT smoother than it was before.
The run to Atlanta was using the stock Hahn injectors, which we believe are 36#, but would love to have that confirmed. Upgraded injectors are going in this afternoon
. Congrats Carl 
.
