my custom turbo s200
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Originally Posted by AndyFloyd,Jun 20 2009, 12:43 PM
i thought they did do quality work, i was mistaken. My apoligies.http://www.houston-imports.com/forums/show...ad.php?t=503896
http://houston-imports.com/forums/sh...d.php?t=521423
many happy cutomers from around the state:
http://www.houston-imports.com/forums/show...t=487929&page=4
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From: Anaheim
Originally Posted by aznoophi,Jun 21 2009, 03:56 PM
secret service auto is probally the best in h-town!
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Originally Posted by Terror,Jun 21 2009, 01:19 PM
I'm going to have to disagree with you there. Consistency in work and quality is what makes a shop great. SSA is severely lacking in both. Honestly, there is only one place in Houston I would take my car to and that is to Huy at Inline.
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This kit was a prototype kit that the customer let us use his car to test on.
The manifold and collector is made of Schedule 10, its triple passed. We put a single wastegate on it initially and were having issues with the boost creeping. This is a very common problem on K and F series motors, if you look around MOST K and F series production manifolds have 2 wastegates, if not they will usually will have creep issues, (just search some forums). We started with a single gate because Tial calimed that this new design flowed better than their previous design of the same size and they were super light, so we opted to try and see if it would be enough. Unfortunatly it wasn't so we added the 2nd one and had no further problems after that.
The reason we added a 2nd small wastegate vs putting one BIG is first of all one LARGE wastegate is much heavier than the total sum of the two smaller ones. Also cost was a big factor, we had to make sure we were withing the budget constraints of the project. Our goal was to try and make everything as light as possible while retaining reliability and as much factory equipment as possible (IE Stock Heatshield / AC etc . .).
This car is on the stock returnless fuel system. It has a WB255 and 650CC injectors. You can't just put B16 studs in there for the fuel rail. B16 fuel rail studs are 8X1.25 All the way through. The 09 S2000 studs are 10X1.25 going into the manifold and 8X1.5 going to the rail. We were able to back out the stud enough to fit the slightly larger injector securly with no issues. There are plans to upgrade the fuel system soon and at that time we will be using FIC injectors which are stock dimensions and will fit perfectly.
There was an issue with the dumptube cracking off at one point due to the motor tourqing so much under boost that it was getting slammed into the frame.
Also there were some issues with the AEM FI/C, we made around 400Hp at 12-13 PSI with the FI/C and with the K PRO we were able to make 415 with only 9PSI. After using FI/Cs extensively on multiple projects (2 turbo GS300s, Turbo LS430, Neon R/T w/SRT turbo kit, Turbo Honda Element ) I believe the offset in injector angle is responcible for the lower power, injector angle is critical and with it being retarded along with IGN timing theres only so far the FI/C can go power wise before you reach the point of diminishing returns.
Every problem that we have had during this build we have fixed and or taken care of. We are going even further than that and building him a complete new kit "on the house" with a top mount design. The reason is with the current setup there are some heat issues that have been difficult to deal with, and we feel with a different design/setup this issue will be negated along with all other issues we have encountered along the way.
This customer was cool to let us prototype on his car and in return hes gonna have an amazing kit when its all said and done.
We appreciate everyones input..
Chris
Tuner@SSA
The manifold and collector is made of Schedule 10, its triple passed. We put a single wastegate on it initially and were having issues with the boost creeping. This is a very common problem on K and F series motors, if you look around MOST K and F series production manifolds have 2 wastegates, if not they will usually will have creep issues, (just search some forums). We started with a single gate because Tial calimed that this new design flowed better than their previous design of the same size and they were super light, so we opted to try and see if it would be enough. Unfortunatly it wasn't so we added the 2nd one and had no further problems after that.
The reason we added a 2nd small wastegate vs putting one BIG is first of all one LARGE wastegate is much heavier than the total sum of the two smaller ones. Also cost was a big factor, we had to make sure we were withing the budget constraints of the project. Our goal was to try and make everything as light as possible while retaining reliability and as much factory equipment as possible (IE Stock Heatshield / AC etc . .).
This car is on the stock returnless fuel system. It has a WB255 and 650CC injectors. You can't just put B16 studs in there for the fuel rail. B16 fuel rail studs are 8X1.25 All the way through. The 09 S2000 studs are 10X1.25 going into the manifold and 8X1.5 going to the rail. We were able to back out the stud enough to fit the slightly larger injector securly with no issues. There are plans to upgrade the fuel system soon and at that time we will be using FIC injectors which are stock dimensions and will fit perfectly.
There was an issue with the dumptube cracking off at one point due to the motor tourqing so much under boost that it was getting slammed into the frame.
Also there were some issues with the AEM FI/C, we made around 400Hp at 12-13 PSI with the FI/C and with the K PRO we were able to make 415 with only 9PSI. After using FI/Cs extensively on multiple projects (2 turbo GS300s, Turbo LS430, Neon R/T w/SRT turbo kit, Turbo Honda Element ) I believe the offset in injector angle is responcible for the lower power, injector angle is critical and with it being retarded along with IGN timing theres only so far the FI/C can go power wise before you reach the point of diminishing returns.
Every problem that we have had during this build we have fixed and or taken care of. We are going even further than that and building him a complete new kit "on the house" with a top mount design. The reason is with the current setup there are some heat issues that have been difficult to deal with, and we feel with a different design/setup this issue will be negated along with all other issues we have encountered along the way.
This customer was cool to let us prototype on his car and in return hes gonna have an amazing kit when its all said and done.
We appreciate everyones input..
Chris
Tuner@SSA
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Joined: Aug 2007
Posts: 1,824
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Originally Posted by Bugermass,Jul 2 2009, 04:59 PM
This kit was a prototype kit that the customer let us use his car to test on.
The manifold and collector is made of Schedule 10, its triple passed. We put a single wastegate on it initially and were having issues with the boost creeping. This is a very common problem on K and F series motors, if you look around MOST K and F series production manifolds have 2 wastegates, if not they will usually will have creep issues, (just search some forums). We started with a single gate because Tial calimed that this new design flowed better than their previous design of the same size and they were super light, so we opted to try and see if it would be enough. Unfortunatly it wasn't so we added the 2nd one and had no further problems after that.
The reason we added a 2nd small wastegate vs putting one BIG is first of all one LARGE wastegate is much heavier than the total sum of the two smaller ones. Also cost was a big factor, we had to make sure we were withing the budget constraints of the project. Our goal was to try and make everything as light as possible while retaining reliability and as much factory equipment as possible (IE Stock Heatshield / AC etc . .).
This car is on the stock returnless fuel system. It has a WB255 and 650CC injectors. You can't just put B16 studs in there for the fuel rail. B16 fuel rail studs are 8X1.25 All the way through. The 09 S2000 studs are 10X1.25 going into the manifold and 8X1.5 going to the rail. We were able to back out the stud enough to fit the slightly larger injector securly with no issues. There are plans to upgrade the fuel system soon and at that time we will be using FIC injectors which are stock dimensions and will fit perfectly.
There was an issue with the dumptube cracking off at one point due to the motor tourqing so much under boost that it was getting slammed into the frame.
Also there were some issues with the AEM FI/C, we made around 400Hp at 12-13 PSI with the FI/C and with the K PRO we were able to make 415 with only 9PSI. After using FI/Cs extensively on multiple projects (2 turbo GS300s, Turbo LS430, Neon R/T w/SRT turbo kit, Turbo Honda Element ) I believe the offset in injector angle is responcible for the lower power, injector angle is critical and with it being retarded along with IGN timing theres only so far the FI/C can go power wise before you reach the point of diminishing returns.
Every problem that we have had during this build we have fixed and or taken care of. We are going even further than that and building him a complete new kit "on the house" with a top mount design. The reason is with the current setup there are some heat issues that have been difficult to deal with, and we feel with a different design/setup this issue will be negated along with all other issues we have encountered along the way.
This customer was cool to let us prototype on his car and in return hes gonna have an amazing kit when its all said and done.
We appreciate everyones input..
Chris
Tuner@SSA
The manifold and collector is made of Schedule 10, its triple passed. We put a single wastegate on it initially and were having issues with the boost creeping. This is a very common problem on K and F series motors, if you look around MOST K and F series production manifolds have 2 wastegates, if not they will usually will have creep issues, (just search some forums). We started with a single gate because Tial calimed that this new design flowed better than their previous design of the same size and they were super light, so we opted to try and see if it would be enough. Unfortunatly it wasn't so we added the 2nd one and had no further problems after that.
The reason we added a 2nd small wastegate vs putting one BIG is first of all one LARGE wastegate is much heavier than the total sum of the two smaller ones. Also cost was a big factor, we had to make sure we were withing the budget constraints of the project. Our goal was to try and make everything as light as possible while retaining reliability and as much factory equipment as possible (IE Stock Heatshield / AC etc . .).
This car is on the stock returnless fuel system. It has a WB255 and 650CC injectors. You can't just put B16 studs in there for the fuel rail. B16 fuel rail studs are 8X1.25 All the way through. The 09 S2000 studs are 10X1.25 going into the manifold and 8X1.5 going to the rail. We were able to back out the stud enough to fit the slightly larger injector securly with no issues. There are plans to upgrade the fuel system soon and at that time we will be using FIC injectors which are stock dimensions and will fit perfectly.
There was an issue with the dumptube cracking off at one point due to the motor tourqing so much under boost that it was getting slammed into the frame.
Also there were some issues with the AEM FI/C, we made around 400Hp at 12-13 PSI with the FI/C and with the K PRO we were able to make 415 with only 9PSI. After using FI/Cs extensively on multiple projects (2 turbo GS300s, Turbo LS430, Neon R/T w/SRT turbo kit, Turbo Honda Element ) I believe the offset in injector angle is responcible for the lower power, injector angle is critical and with it being retarded along with IGN timing theres only so far the FI/C can go power wise before you reach the point of diminishing returns.
Every problem that we have had during this build we have fixed and or taken care of. We are going even further than that and building him a complete new kit "on the house" with a top mount design. The reason is with the current setup there are some heat issues that have been difficult to deal with, and we feel with a different design/setup this issue will be negated along with all other issues we have encountered along the way.
This customer was cool to let us prototype on his car and in return hes gonna have an amazing kit when its all said and done.
We appreciate everyones input..
Chris
Tuner@SSA
SSA
