The Turbo Blog

Turbo Miata Dyno Test

2008-06-13T15:09:00.002-05:00

Well I finally made it to the dyno! It was hot as heck (92 degrees inside the shop) but the car made a peak of 222.7hp and 247.0 ft-lbs corrected on 10psi and 93 octane gas. For whatever reason, the dyno operator couldn't get a great rpm connection, so the graph is pretty choppy.

Overall, I'm pretty darn pleased given how simple this setup is. I've been driving it every day and it idles and runs exactly like a stock Miata until you put your foot into it. The icing on the cake is the fuel economy. I've gotten no less than 33 mpg on my last four tanks of gas!

New Turbo Miata website

2008-06-06T05:26:00.003-05:00

I've finished up the website for my turbocharged 1992 Mazda Miata. It includes a story about how this car and I crossed paths, a list of modifications, videos of the car in action, photos, project updates and "how-tos". I'll be adding much more to the site, so be sure to check back often.

Click here to check it out!

The Sleeper Files: 1929 Ford Model A (with video)

2008-02-01T07:30:00.000-05:00

I'd like to introduce a new ongoing segment here on the TurboBlog, and it's called "The Sleeper Files!" Anyone that knows me knows that I love nothing more than a car that looks unassuming, but packs a big performance punch. What's more fun than blowing your competitor's doors off after they completely underestimate you?

This week, we're featuring what looks to be a stock, restored, antique 1929 Ford Model A. This one is for the true sleeper aficionados, as the owner has gone to extreme lengths to keep the stock looks while adding lots of serious modifications.

Click to view the full article on HotRod.com

Click here to visit the car builders website for photos galore.

Of course I must say, only one thing would make it better...a turbo!

Check out my videos on YouTube

2008-01-29T15:38:00.000-05:00

I've posted some more of my videos on my YouTube channel.

Click here to watch!

Winter mods for the TurboBlog. First up: RSS Feeds!

2008-01-28T10:58:00.001-05:00

There are a variety of mods and enhancements coming to the TurboBlog! Soon you'll see many more posts coming from yours truly, better site organization and overall, lots of cool stuff to see. First up on the mod list is a little something I've invented called "RSS", which will surely revolutionalize the interwebs. For those who haven't used RSS, It's this tool that allows you to get updates on this site in your Google Reader or iGoogle Homepage, MyYahoo Homepage, Bloglines or other RSS reader of your choice. How cool is that? Click the logo below to signup. It's easy!

1991 Talon: 0-100mph in 7.43 seconds (with video)

2007-10-29T10:11:00.000-05:00

So, what does my old 1991 Talon Tsi AWD Turbo have in common with the 2008 Corvette ZO6, 2008 Dodge Viper, 2008 Porsche 911 GT3 RS, 2008 Audi R8 and the 2007 Mustang Shelby GT 500? It's quicker than all of them from 0 to 100mph! For those that may think I'm smoking something, I've compiled all of the specs from those vehicles at the bottom of this post.

Last weekend I took the old girl back to the local 1/8 mile dragstrip to have a
little fun before winter sets in and to see if I could improve on my previous best 1/8 mile ET and MPH. I wasn't expecting a great ET, as I'm still babying it off the line to preserve the stock 3 bolt rear differential and 100% stock transmission, but I did nail a 100mph trap speed! Also, with some basic math, my 0-60mph time is an estimated 2.66 seconds. Fun!

Here's a picture of the timeslip, a few pictures from the track, and an in-car video of the run prior to the 7.43 run, which was a 7.50 at 100mph.

~~~~~~~0 to 100mph figures from the cars I mentioned above~~~~~~
All data compiled from Car and Driver Magazine

2008 Chevrolet Corvette Zo6
Price: $70,000
0-100mph: 7.7 seconds
Horsepower: 505
Curb Weight: 3198lbs

2008 Dodge Viper SRT10
Price: $86,000
0-100mph: 7.6 seconds
Horsepower: 600
Curb Weight: 3455lbs

2008 Porsche 911 GT3 RS
Price: $143,995
0-100mph: 9.3 seconds
Horsepower: 415
Curb Weight: 3180 lbs

2008 Audi R8
Price: $125,000
0-100mph: 10.1 seconds
Horsepower: 420
Curb Weight: 3583 lbs

2007 Ford Shelby GT500
Price: $50,000
0-100mph: 10.3 seconds
Horsepower: 500
Curb Weight: 3896 lbs

1991 Eagle Talon Tsi AWD
Price: El cheapo
0-100mph: 7.43 seconds
Horsepower: 500-520 (estimate)
3150 lbs (estimated w/o driver)

1990-1994 Mazda Miata MX-5 Apexi Super AFC Install Guide

2007-10-06T15:40:00.000-05:00

This guide is to help you install an Apexi S-AFC into your 1990-1994 Miata. This guide can be used for both naturally aspirated and turbo cars.

STEP 0: What does the Apexi S-AFC do?

The Air Flow Converter takes the pulse (frequency) from the Mass Air Flow meter and either speeds it up or slows it down at different RPM points to make the ECU run the injectors either richer or leaner. All by itself, (as in N/A cars) it can only give you a little more bottom end power by leaning out the mix some. If you try to richen the top end you will just hit 100% fuel injector pulse sooner.

The best use for the AFC is to install larger injectors (runs richer) and then adjust the AFC leaner to compensate.

Installation is simple, and only requires installing a simple MAP sensor underhood and tapping into 4 wires and cutting one to intercept the air flow signal at the ECU.

There are 8 RPM adjusting points to adjust the air flow + /- 50%. These points are user defined within a 1,000 RPM band so that you can get finer control in certain areas if you need it. The rpm points come pre set at every thousand rpm from 1,000 to 8,000. The graph is highlighted for the rpm range you are setting.

The Super AFC also allows for two different maps according to load. It makes the load calculation based on the Throttle Position Sensor. You choose what is high and what is low.

STEP 1: Wiring the AFC
The chart below is from the Apexi S-AFC wiring guide. It tells us that for the 90-94 Miata, we'll use wiring diagram Z5-c. Ignore "sensor type" for now, we'll cover that later

As mentioned above, the AFC is wired into your ECU and MAP sensor. The MAP sensor is required since the Miata does not have a linear throttle position sensor as with many other vehicles. Due to this, we must use a MAP sensor for the throttle input signal on the AFC. This is actually a benefit, since it allows for more accurate load based fuel control. We'll cover the MAP sensor install later.

After disconnecting the battery, start with your ECU wiring. The diagrams below tell you which wires to tap in the stock ECU harness and the proper way to tap into them.

ECU Wiring Diagram

AFC Red wire: connect to "1G Power"
AFC Green wire: connect to "RPM Signal"
AFC Brown Wire: connect to ground (closer to the ecu: see diagram below)
AFC Black wire: connect to ground (1cm further away from brown wire: see diagram below)
AFC Yellow wire: connect to airflow signal output (to ecu)
AFC White wire: connect to airflow signal input
AFC Gray wire: connect to throttle signal (To MAP sensor signal wire)

STEP 2: Installing and Wiring the MAP sensor

A manifold absolute pressure sensor (MAP) is connected to the intake manifold to monitor intake vacuum (and boost). It changes voltage or frequency as manifold pressure changes. Since the Miata does note have a true linear throttle position sensor for the S-AFC to use, We'll instead use a MAP sensor. There are many different MAP sensors out there, and most all can be used. For turbo cars, what you need is one that registers high enough for the boost levels you plan to run.

GM 3Bar MAP Sensor
The GM sensor is a popular choice because it is widely available new and used. This is the sensor that I chose. The instructions below are for the GM 3 bar, but most any MAP sensor will be wired in a similar fashion.

When installing your MAP sensor, find a good location and install "above" the throttle body (high on the firewall is a good spot) and use a clean vacuum/boost source from the intake manifold to connect to the vacuum input on the MAP sensor. Run the wires carefully away from heat and moving parts.

If using the GM 3 bar, you'll need a plug for it. You can get these used off of GM vehicles, or they are available from many online performance shops. The GM MAP is wired according to the illustration above and the corresponding list below.

A: Ground
B: Sensor Signal To AFC Throttle signal wire (Gray) This wire will need to be passed through the firewall into the ECU area where the AFC harness is located. There is a little pass-through on the passenger side firewall on Miatas that is perfect for this.
C: 5V power in (Finding a good 5V signal is key. On my Miata, I tapped into a AFM wire. There are others in the engine compartment, just be sure to use a simple multimeter to test)

Picture of the sensor installed on my 1992 Miata

STEP 3: S-AFC Setup!

Now that you're all wired up, it's time to reconnect your battery and adjust your S-AFC preferences and settings. If you bought your S-AFC used, or borrowed it from another car, it will have a memory of that car's settings. First off, follow the instructions in the owner's manual linked below and "Initialize it" before getting started. This is especially important when using a MAP sensor, because the AFC actually "learns" the voltage of the sensor you choose.

One of the early menu settings that you'll adjust is "Sensor Type" You'll use the setting "FLAP" and "08 08" ("flap" refers to the Miata AFM which is a flap type sensor, the "8" is simply a setting in that same menu in the AFC.) See pages 24 and 27 in the manual below for instructions on how to set this.

Apexi S-AFC Intstruction Manual: Right click and save (PDF)

Next is setting up your "low" and "high" throttle points
When using a MAP sensor, you set your low throttle point at full idle vacuum and the high throttle point a little above your maximum boost pressure.

Since the output of the pressure sensor will read in "throttle percent", you need to do some testing first. First, you can turn the key to "ON" without starting the car. Now you can record what throttle percent is 0 psig.

Start the car and you can record what throttle percent is full idle vacuum. How you get the throttle percent at full boost depends on your car. If your car is already tuned right [without the S-AFC], you can boost and record throttle percent. Be careful whenever you are driving and trying to read the display. Its best to have a passenger do the reading for you. Keep a pad of paper to write it all down on. The throttle percents should vary linearly between the data points.
Another method is to pressurize the sensor. You can tee the sensor together with a boost gauge. Use the boost gauge to read what pressure you are giving the sensor. A bike tire pump hooked in the vacuum line can be used to simulate boost.

Try to run the car rich and then lean things out slowly. A wideband o2 sensor is highly recommended. There are other sites with good tuning methods for getting the right settings on your S-AFC. Here is an example: http://www.roadraceengineering.com/newafc.htm

Good luck and enjoy!

This guide is to be used for information purposes only. Thanks to http://www.RoadRaceEngineering.com for some of the AFC explanations and details used above.

Mitsubishi Evolution X: I want one.

2007-10-03T10:47:00.000-05:00

I want one. That is all.

Mitsubishi Introduces All-new 2008 Lancer Evolution With Turbo/Intercooled Engine, Super-all Wheel Control And Available 6-Speed Automated Manual Transmission

October 1, 2007 -- Cypress, Calif. --

Mitsubishi Motors is introducing the 2008 Lancer Evolution, the newest and most sophisticated version of the legendary high-performance model series that began 16 years ago.

While remaining true to the core values that have made the Lancer Evolution synonymous with thrilling performance, the next-generation model offers all-around capability and user technology that distinguish the world's best performance models.

The strikingly styled 2008 Lancer Evolution showcases new performance and handling technology, including an all-new 295-hp (est.) 2.0-liter turbocharged/intercooled engine and the Super-All Wheel Control (S-AWC) dynamic handling system. S-AWC offers an extraordinary level of control at each wheel, going well beyond the capabilities of other all-wheel drive systems.

Two Lancer Evolution models will be offered in the U.S. market for 2008: the GSR with a new 5-speed manual transmission and the Lancer Evolution MR with a new 6-speed Twin-Clutch Sportronic Shift Transmission (TC-SST), a new-generation automated manual transmission. The MR model is also equipped exclusively with Bilstein shock absorbers and Eibach springs, two-piece brake rotors for better heat dissipation, BBS forged-alloy wheels, HID headlamps and additional interior features. Significantly, the newest Lancer Evolution will have less differentiation from market to market than the previous generations.

"The high-performance engine, sports car handling dynamics and striking design of the 2008 Lancer Evolution will appeal to enthusiasts worldwide - for those who desire a daily driver with street credentials as well as those planning weekend track action," said Dan Kuhnert, vice president for marketing and sales, Mitsubishi Motors North America.

1992 Miata: Turbo Build vol. 1

2007-09-25T05:45:00.000-05:00

I realize that this post is a little backwards, since I've already posted photos and videos of the end result. Call this a "flashback" :-)

After driving my Miata around for awhile, it didn't take long for me to realize that I needed more power. I'm pretty sure this realization occurred at the exact moment that a new Toyota Camry pulled buslengths on me from a stoplight. This would never happen again. I will never own a car that gets beat up that bad by a Camry of all things.

I had been doing tons of research on turbo Miatas, preparing for the day that I would finally take the leap. After much deliberation, I decided to pick up a Greddy turbo kit, as seen above. The kit is very affordable, but as you can see, pretty basic out of the box. In fact it lacks an intercooler, blow off valve, etc. So "while I was in there" I decided to do a few upgrades that would allow me to turn up the horsepower knob later on.

First step was removing the header that the previous owner installed. It was welded directly to the exhaust system, which gave me a pretty good excuse to build an all-new exhaust system for the car. You can also see the Greddy oil feed line for the turbo. Gotta love a block that already has a port for this!

Here's a shot of that old header that I ripped off. How much horsepower can these things really make? Can't be more than a couple on an otherwise stock engine.

The Greddy kit uses a Mitsubishi 15g turbo. This was a big selling point of the kit given the great success I've had with Mitsubishi turbochargers on DSMs. this little sucker can support 250+ horsepower.
Progress! Here the turbo is mounted to the stout Greddy manifold. I clocked the turbo to allow for the custom piping that I would create later. Also, I ditched the Greddy oil drain line setup (that drains back into the block, on the other side of the motor) in favor of a shorter route directly into the oil pan. This required drilling and tapping the oil pan, but was done on the car with no drama.
The downpipe that comes with the kit was made to bolt to the puny stock exhaust, and since the original owner modified it, I decided to modify the downpipe to bolt up to a 2.5" exhaust. Here's a shot of the downpipe in progress. I will most likely take another shot at this someday, and fabricate it in full 2.5" piping with its own divorced wastegate pipe.

Here's a shot of the finished end of the downpipe, mounted on the car. Hard to see from the picture, but the fit is nice, with plenty of room all around.
Here are some of the parts used to make the 2.5" exhaust. The pipe on the left is part of the stock exhaust from my old Evo. I chose the Magnaflow muffler since I've been so happy with the sounds that came from the Talon and Mirage exhaust systems I built using the same style muffler.
I really enjoy welding. I've had my Lincoln welder for a few years now, and always look forward to any project that requires its use. In fact, I've been known to weld things to other things just for giggles.

Here's the exhaust all finished and ready for its coat of paint. It uses all of the stock hanger positions.
And here's the end result in my favorite color, high heat low gloss black. This paint also has ceramic in it and I've found it to be pretty durable stuff.
Here's the finished product! The removable rear suspension brace makes life MUCH easier. Thank you Mazda engineer, I owe you one. Removing that brace allows you to install/remove the exhaust as one part!
No flashy exhaust tip here! Just a chunk of 2.5" pipe sticking out.
More to come! Stay tuned!

1992 Miata: Acceleration Run Video

2007-09-12T05:47:00.000-05:00

I've been driving the wheels off of this thing lately. The "fun to drive" quotient has gone up 150% when compared to the non-turbo days. I knew I was in for a surprise, but the turbo (even at these low boost levels) has completely transformed this car.

In this video, boost is set at the factory Greddy preset of 5 psi. I can't imagine how much fun 10 or 15 psi will be!

Turbo Miata!

2007-08-19T06:36:00.000-05:00

Here's a teaser :-) More to come...

Change is good! 1992 Mazda Miata

2007-06-20T20:39:00.000-05:00

And now for something completely different...

I distinctly remember the first time I read an article about the all new 1990 Mazda Miata. In fact, I still have the issue of Car and Driver! I was intrigued by the total package, but most impressed with how a new car, built in Japan, could evoke comparisons to some of the greatest roadsters ever built. As the years went by, I read of more and more praise by the magazine writers. This has fostered a distant appreciation for Miatas and I've always been "sorta" looking for a 1990-1993 model.

When spring rolled around this year, I felt like it was time to try something completely new and different with the 'ole car hobby. I wanted a lightweight, reliable sports car that wouldn't break the bank and one car fit the bill more than any other. The Mazda Miata.

I began seriously searching a few months ago, but kept finding the same stuff. "Nice" cars, but with some major quirk that would turn me away. Just when I was starting to lose faith I came across a gem! I called immediately, went to see it later that evening, and picked it up a couple days later. I've never seen myself as a yellow car guy, but for some reason, it just looks right on a Miata. That and the fact that this was a rare beast with the factory hardtop. Only 1,519 were made in Sunburst Yellow and of that 519 wore factory hardtops.

This particular car was owned by a lady who had pampered it from day one. She was a great owner, keeping track of all the maintenance and even threw in the stock wheels/tires, stereo, car cover, tonneau cover and a few other parts. The car currently has a littler over 73,000 miles, is in superb condition inside and out.

I don't have any immediate plans for it, other than putting the top down and enjoying finally owning a Miata after all of these years!

1991 Talon Track Visit: New Best!

2007-05-23T18:26:00.001-05:00

The last time I took the Talon out to the track was way back in February. Since then, I haven't changed a single thing on the car, other than the oil, filter and a fresh set of NGK spark plugs. I have been driving the heck out of it, and it's turned out to be a great commuter car with power to spare, good handling, an ipod-friendly stereo and ice-cold air conditioning. It's also averaging 27 mpg with a 70/30 mix of highway/city driving, so overall, I'm very pleased.

This visit to the track was an act of impulse, as I needed to blow off some steam on Friday after a long week of work, and a little drag racing was an inexpensive, legal way to do so.

Friday night's test & tune sessions are mainly attended by full-on race cars with a few street cars mixed in. I was one of those street cars, and the only 4 cylinder in the whole place. As you could imagine, I felt a little out of place. I had heard that the surface of this track had been smoothed and re-paved, so I was excited to try it out.

As the trailers filled with expensive toys filed in, a few cars started making passes and I decided to head to the lanes. As I got closer to my turn, I noticed that the track folks had put up some cones that forced everyone to drive through the water box. Good for the RWD race cars, bad for me! The lanes were moving fast, so I quickly hopped out of the car and spoke with the official, who graciously moved the cones (slightly) to allow me to bypass the burnout box.

As I staged, I brought the revs way up and quickly feathered the clutch and floored the gas. I hardly ever launch like this on the street and it definitely caught me off guard. The car shot off the line and almost instantly I heard a couple pops of the 10,000 rpm rev limiter. After this quick misstep, I banged second and then rode out third through the traps. The guy at the booth handed me my slip and I was pleased to see a 7.6 second run at 95.5 mph, even with my lazy 1-2 shift. This would be my best 60 foot of the day, a 1.78. My second run was my best E.T and MPH (see the slip below) but I not my best launch or 60 foot. I was lined up with a race car on this run and literally could not hear myself think over that beast's thumping v8.

After my third run being very similar to my second, the lanes were getting full and I decided to head home. According to my datalogs, my 680cc injectors are totally overworked. I've got a set of 850s waiting to go in, which should allow me to run more boost and get a few more horses on 93 octane.

Thanks for reading and stay tuned!

The Talon Looks a little out of place here, I think. Some nice, fast cars were in attendance.

Here's a shot of the newly re-surfaced track. Smooooth!

This fascinated me. I applaud the cost-saving tactic employed here.

This Ford wanted to race me from a "dig." Hardy, Har.

It's convertible weather!

2007-04-03T08:39:00.000-05:00

Each year, as the weather begins to warm up and the days start getting longer, I find myself grappling with an overwhelming urge. An urge so powerful, that it consumes my thoughts and causes me to lapse into daydreams far too frequently. No, I'm not talking about yard work, it's convertible fever.

It all began back in early 1997. During the return-trip home (to freezing Pennsylvania) from a fun-filled vacation in Florida with my father, we made a gas stop in South Carolina. While there we picked up a local newspaper. We'd been casually looking for a clean southern car to bring back to PA and sell, but had no luck thus far. After browsing the classifieds, we found a good prospect, a 1991 Ford Mustang LX 5.0 with low miles. We called the seller and found out it was located just down the street.

After a test drive and some negotiating, we were on our way back to the frozen tundra of Western PA. I'd never driven a convertible before, but as the miles flew by with the top down, I was really enjoying it. When we arrived in PA, it was somewhere south of 30 degrees and the car was parked in the garage until we could clean it and put it up for sale. Over the next couple months, I felt myself become more and more attached to this car. It wasn't the fastest thing in the world with its infamous Ford AOD automatic, but it sounded great with its Flowmaster exhaust and H-pipe.

When spring was near, it was time to sell the car. We'd had a few nice days that gave me the opportunity to take the Mustang on some great drives in rural PA, which didn't make me any less attracted to this car. After holding out as long as possible, I couldn't stand to part with it, and decided to keep it. A fun-filled, top-down year passed, and I added a nice stereo and some other small custom touches to set it apart from the crowd. I also kept it spotless inside and out.

Shortly after, I got the bug to move to Florida, which was the Mustang's natural environment! No more parking it during the cold winter months! I still have fond memories of cruising up and down the Gulf beaches, the smell of steaks on the grill, the sound of the V8 and music playing, the warm night air. Man, I was on top of the world.

I wish I could say that the Mustang is still parked in the garage, but I eventually sold it in favor of a more "practical" mode of transportation. To date, it was probably the most fun I ever had with a car. That's saying a lot if you've checked out this site at all. Oh, by the way, writing this has not helped manage the urge. There has to be another convertible in my future... it is my destiny!

My old 1991 Mustang on the Gulf beaches.

The Spectacle of NASCAR: Bristol Motor Speedway Food City 500

2007-03-26T06:27:00.000-05:00

I don't follow NASCAR closely, but as with most popular motorsports, there are a few races that I make a point to watch on TV. In regards to NASCAR, I never miss the Daytona 500 and the two Bristol races each year. This year, I was lucky enough to get my hands on two tickets to the Food City 500! I've been to Daytona and Atlanta, but this short track was going to be a new experience compared to those monster tracks.

It was a perfect day for racing. 85 degrees and sunny, with a slight breeze to cool things off. We made great time to the track, only hitting a little traffic along the way. As we got closer to the track, cars were parked in every crevice possible. Below is a shot of our prime parking lot. It was a front yard that some old folks rented out.

As we walked to the track across the street, hordes of cars, trucks and campers were parked as far as the eye could see.

Sea of cars & campers, as seen from the speedway.

On the walk in, a great view of Bristol Dragway appeared. The entire lot was full of campers.

Getting closer to the track! The size of the speedway was truly a sight to behold.

Once inside, we got some delicious race food and headed to our seats, which gave us a great view of all 4 turns. The crowd was definitely amped, as they all got together before the race and coordinated this American flag pattern. Now that's teamwork!

We had a great view of the pits and infield area, which was buzzing with activity all day.

The work in the pits was something to watch. Fast and efficient, each team made stops with amazing precision.

Restart! This was the first race of the "car of tomorrow" so the drivers seemed to be fairly cautious.
All told, we had a great time at Bristol. If you ever want to be in awe of the spectacle of NASCAR, there's no better place to do it!

1991 Eagle Talon Tsi AWD Photoshoot

2007-03-16T15:35:00.000-05:00

Click on any image to see a larger version

New York State of Mind

2007-03-06T08:07:00.000-05:00

Recently, I had the pleasure of traveling to New York City on business. I hadn't been there since I was 14 and it looked totally different this time around. I had time to walk around, take some pictures, and eat at a great little "mom and pop" diner. This picture of Times Square was taken around 8pm on a weeknight.

This was the view from the 41st floor conference room in the Hearst Building. What a palace that place is! It was kind of tough watching all of the activity down below while being locked up in a conference room all day. Hard to complain with a view like this one though.

9 Second 1/4 mile for Joe Bucci's 16g powered DSM!

2007-03-02T15:07:00.000-05:00

I just found out today that my friend Joe's record smashing 1990 Plymouth Laser RS Turbo has just set another huge milestone: 9.97 at 141mph in the 1/4 mile with a tiny 16g turbo and 60 shot of nitrous!

In a world where folks are bolting on turbos bigger than their head, (often with mixed results), Joe has created a cult-like following by doing what no one does in the import world: maximize each modification to it's fullest before upgrading. Congrats Joe and keep up the good work!

Action shot of Joe's Laser (click to enlarge)

This is what a 9 second timeslip looks like (click to enlarge)

For more info, check out Joe's Website at www.JoeBucci.com

Back to the track in the 1991 Talon

2007-02-26T07:02:00.000-05:00

As much as I enjoy drag racing, the Talon has only made it to the strip once, and that was way back in December 2005. This is due mostly to the lack of a 1/4 mile track nearby. Outside of this town, people just don't respond to someone quoting their 1/8 mile times and mph, plus I enjoy the higher speeds and the ability to reel in cars that the 1/4 mile affords.

Back in 2005, I ran a best of 8.2 seconds at 89mph with a 20g turbocharger at this track with similar conditions. That wasn't too bad, but this time out, I ran a best of 7.6 seconds at 97mph. Although the E.T. is six tenths quicker, I was really babying the car off the line, as weakness of the stock 3 bolt rear is well known in the DSM community. I have a beefier four bolt rear waiting to go in, but I probably won't get around to that for some time. A more aggressive launch could knock off another few tenths.

I'm pretty happy with the MPH, as I picked up 8mph over last time! This was all done on 93 octane pump gas and full weight with freezin' air conditioning. Also, this also works out to an estimated 0-60 time of 2.95 seconds. Not too shabby!

Enjoy the pics and check out the in-car video!

--OR--

Right click and "Save As"

1991 Talon update: Giant Intercooler!

2007-02-22T08:02:00.000-05:00

Below is my solution to global warming. Yes, as a matter of fact that is a 28" x 10.5" Garrett intercooler. It should do the trick.

Here is the install somewhere between a bloody finger and 10 consecutive f-bombs

More to come!

G8: A Pontiac worth buying

2007-02-20T11:51:00.000-05:00

I never understood why the general automotive press was so tough on the late, but great GTO. I mean, the thing didn't look that bad, and it was a good value given the power and features. After watching countless videos of people having fun with them on the Web, I wanted to join in on the fun myself.

Click to see Video

The only thing that kept me away was the lack of a 4 door model and the fact that it came from Australia. Were these reasons for poor sales or could it have simply been the name that doomed the GTO? What if they would've called it the G8 Coupe? Either way, it didn't meet sales goals and it's now a footnote of automotive history.

Months prior to the 2007 Chicago Auto Show, rumors were flying that Holden would yet again build a V8 car for U.S. consumption, but this time around, it would have a new, chiseled look and four doors. After all the speculation, GM made it official by announcing the arrival of the 2008 G8 GT Sedan at the Chicago Show, much to the delight of the automotive press.

My opinion? I like this thing! It looks great in and out, has room for friends & family and a 362hp 6.0L V8. So, what's not to love? For me, it's the portly 3995 pound curb weight. The GTO was no lightweight at 3725 pounds, but it also had 40 more hp. I like "tossable" cars, and 4,000 pounds sounds more like the curb weight of a rhinoceros more than a sports sedan. My notions aside, best believe I'll be waiting impatiently for the first road test of a production G8.

The old switcheroo

2007-02-18T16:27:00.000-05:00

Recently I whipped up a little video entitled "FWD still sucks" featuring my 1989 Mirage. You can see it here, if you haven't already.

The day after filming this video, I was driving into work and noticed the set of two long rubber patches that I had laid down the day before. That's when it started getting to me. Sure, I may have posted a fun video on the Interweb that got thousands of views, but am I really having fun burning 14 inch drag radials off at 115mph in 4th gear? The answer was a resounding "no". (Don't be surprised by the self-derived dialogue, I have conversations like this with myself pretty much all day long. Ask my co-workers, they'll tell ya!)

Each time I drove the Mirage I grew more frustrated with the lack of traction and poor handling dynamics that come from front wheels spinning at the apex of a turn. Even while running a modest 20g turbo, the car had become too powerful for most uses. The thing had no traction to speak of at full throttle until around 100mph, and at part throttle, it would spin its tires in gears 1, 2 and 3.

I spent the next few days reminiscing about a simpler time, before HKS Cams, Super AFCs, front mount intercoolers and dual stage boost controllers. It was 2001, and the mirage had a mod list that was incredibly short compared to today's standards. We're talking a 16g turbo, stock DSM intercooler, water injection, K&N filter, boost controller, Walbro 255, and 2.5" downpipe/3" cat-back. That was it, nothing else. Those mods were good for mid 12s on pump gas all day long. Back then the car would actually go around turns, instead of trying to send you into a ditch, as it does today.

After a week or so, (and after talking with my buddy Joe) I realized what I should do. Since the Mirage was now hideously overpowered, and the Talon was leaking and burning oil from it's 220k mile engine I would do a switcheroo. I'll let the drawing below explain.

Click on the image to see a full size version

If that illustration didn't explain it, The plan was to pull the awesome built engine out of the Mirage and swap it into the Talon. The stock 220k mile Talon Motor would get rebuilt and slid into the Mirage with a 16g turbo.

Within a couple days I had both engines removed, swapping essential parts like flywheels, engine mount brackets and thermostat housings from one engine to the other. Then the stock Talon engine (which will be bolted into the Mirage after a rebuild) was placed on an engine stand and slid into a corner for a few months.

My current focus was to get the fresh, fully-built motor into my Talon which took a fair amount of customization mainly due to the Magnus intake, that required a relocation of the transistor, coil and battery.

With the new all wheel drive platform, I thought that this would be a great time to step up to a larger turbo. I decided to try a Forced Performance "Red" which is easy to install and has pushed countless cars into the 10s and low 11s in the quarter mile.

Since this car will be driven a couple days a week, with an occasional trip to the drag strip, I decided to keep all of the creature comforts such as air conditioning and my beloved coffee maker.

Stay tuned as I get the Talon buttoned up...

Welcome to The Turbo Blog!

2007-02-16T15:35:00.000-05:00

Hello Everyone,

It's been 5 years since the original Turbomirage.com launched. In that time, I've received tons of great feedback and support from visitors all over the world. I've made attempts to add updates to the site over the years, but it's always been based on when I performed major modifications on my car, which isn't terribly often.

As of today, the site takes a step into a new direction with the introduction of "The Turbo Blog." The Turbo Blog will be updated much more often with frequent updates on my personal cars as well as other cool car articles, pictures and videos from the Webernet. As with any blog, comments will be welcomed, and you can sign up for RSS feeds and the like.

The original site(s) can still be accessed using the tabbed navigation at the top of the page. Also, as time goes on I'll be adding more new stuff to make the site more interesting.

Thanks for reading and welcome to The Turbo Blog!

1991 Talon: The Find!

2005-07-17T13:04:00.000-05:00

On Thursday, July 14th 2005, I got the sudden urge to browse a regional DSM message board that I hadn't visited in years. What took me there? Where did this urge come from? What is that strange smell coming from the kitchen? The answer to all three, I have no freaking clue. All that I know is that ever since I sold my 1991 Eclipse GS-T, I have missed owning a DSM. Almost instinctively, I headed right to the "for sale" section and clicked on a posting for a 1991 Eagle Talon AWD 5 speed. The seller sounded like an educated person who knew his car like the back of his hand. He did, and for good reason, he had owned it since 1992! Amazing! After looking at the pictures, I was blown away how clean the car was in and out. It had all of the typical small wear and tear, but with one big difference. The car was meticulously maintained.

There were a hand full of posts from other interested parties, and I feared that the car had already been sold. So without delay I emailed the seller and to my surprise, got a call from him moments later. I was bracing myself for the bad news when I heard, "It's still here." I knew I had to act quick, so I told Phil that I'd take it!

Now I had a whole new problem...How the heck do I get to Atlanta to pick it up? The only fast, cheap option was the big beauty to the left, yep a Greyhound bus. I bought a ticket for 29 bucks and headed to the bus station to catch my 1:15 to Atlanta. If you haven't taken a ride on a Greyhound, let me not recommend this mode of transportation unless absolutely necessary. On a positive note, I made lots of new friends, including the lady who told me that she had stabbed her husband and needed to "get away and clear her mind." The dude that kept preaching to me was pretty cool too. He's right, I am a bad person!

Ahhh, Atlanta. One advantage of the bus, was that I didn't have to drive in the nightmare that is the Atlanta commute. One disadvantage of the bus was the driver who kept yelling at all of us. Anywho, we got to use the carpool lane, which worked quite well.

When I arrived at the bus station in downtown Atlanta, Phil was nice enough to pick me up. In fact, he was nice enough to arrive early, which meant that I didn't have to surrender my wallet and other belongings to a group of large, poor smelling angry men. After a few blocks, Phil jumped out and I got behind the wheel. It had been too long. There's nothing like being back behind the wheel of a DSM again.

After a short drive, we parked and talked about the car. Phil was nice enough to include tons of service/parts receipts, some spare parts and a clean copy of the DSM service manual. He even introduced me to his wife and kids, then invited me to grab a bite with the gang at the CNN center food court. Not only did I get a great car, I made a friend. Which given my unique personality, is no easy task.

Here it is! What a beauty, no? This picture reminds me of the first Talon that I saw in my neighborhood back in 1990.

Here's another angle. The paint on this car is in excellent condition.

From the back...

Given the age and mileage, the interior is in great condition. The stock CD/Cassette stereo works perfect and the air blows nice and cold. The driver's seat leather has some big cracks and the headliner is sagging, so I'll be fixing these in future installments.

The dash on these cars is pretty unique. They definitely have a "jet fighter" thing going on.

Here it is, towering over all...the massive stock shifter. It has been compared to a certain female pleasuring device that rhymes with "hildo" and quite frankly, that makes shifting awkward, unless you're into that sorta thing.

Here is my favorite part! This car is 100% stock. This is what it looked like when you popped the hood back in 1991. The previous owner went to great lengths to keep it this clean. I intend to keep it as close to stock (looking) as possible.

It's the little things that make life great. Like how every single bracket still exists on this car. So many of these cars have been used and abused beyond recognition and are missing all sorts of little do-hickeys.

Phil was nice enough to provide me with volumes 1 and 2 of the DSM Bible. No more dang PDFs! My laptop has taken a beating from being out in the garage with me over the years.

I threw on some fresh NGK spark plug wires and NGK sparkplugs, while I was in there doing a compression test. I'll be doing a timing belt and some other maintenance stuff in the coming weeks.

The boost response was a little weak, and as expected, the stock 14b turbo was toast. Oh, Darn. Life is so unfair, whatever shall I do?

Hey, whatd'ya know? I've got this Buschur Racing / Mitsubishi 20g and Tial wastegate setup just kinda laying here. Life is good.

Happiness is opening up the glovebox and seeing the original owners manual in there! It just keeps getting better!

The illustrations in owners manuals are pretty dang funny. Here's one I like. I'm glad the rear differential really isn't a little person as described in the photo, cause I'm about to punish that little bastard with a couple hundred extra horsepower. How could I live with myself?

Here's another one from the manual that I enjoyed. I have no clue what is going on here, but it seems that the anime cassette is battling the forces of evil or something. What I do know is that this illustration alone could be inspiration for an animated series on Cartoon Network's "Adult Swim." The tile would be "Super Cassette Fury!?!"

Ok, last one. The caption below should read "Don't be a redneck." Heck, I wouldn't have even thought of pulling a camper behind my sports car, but I'm not much of an outdoorsman.

Well, that's it for this installment! My plan for this car is to keep the mods clean and simple. I'll be driving the car 60 miles a day through all sorts of weather, so nothing will be done to compromise the reliability. More to come!