Prepping for SSM
Community Organizer
Joined: Feb 2009
Posts: 1,616
Likes: 12
From: Abilene, Texas
I did not want to clutter this thread. I have a build thread for the swap.
The 8.8 swap parts list:
-8.8 diff; Ford Thunderbird (iron housing, cheapest.), Lincoln Mark VIII (aluminum housing, second cheapest), 03-04 IRS Cobra housing (aluminum, most $$$)
-Ford Explorer rear housing cover (less then $100 from dealership)
-Any gear ratio you can dream of. I bought 4.56's for $85 shipped.
-8.8 rebuild kit & LSD rebuild kit or buy a OSGIKEN LSD
-DSS Axles $950-$1600 depending on what level you go with
-I made custom mounts and a adapter plate. I also made a driveshaft adapter. I can whip up some mounts for anybody if they would like, and I have some adapters left over.
Everything said and done I believe my setup cost me around $1700 as I installed my own gears, and rebuilt the diff.
My buddy used this setup on his SSM build all last year with 0 hiccups. Couple small track days, canyon runs, daily driving it, lot's of clutch drops. He is making 375 to the wheels, he is shooting for 450-475 next year I believe.
https://www.s2ki.com/s2000/topic/978...e__hl__pastoli
The 8.8 swap parts list:
-8.8 diff; Ford Thunderbird (iron housing, cheapest.), Lincoln Mark VIII (aluminum housing, second cheapest), 03-04 IRS Cobra housing (aluminum, most $$$)
-Ford Explorer rear housing cover (less then $100 from dealership)
-Any gear ratio you can dream of. I bought 4.56's for $85 shipped.
-8.8 rebuild kit & LSD rebuild kit or buy a OSGIKEN LSD
-DSS Axles $950-$1600 depending on what level you go with
-I made custom mounts and a adapter plate. I also made a driveshaft adapter. I can whip up some mounts for anybody if they would like, and I have some adapters left over.
Everything said and done I believe my setup cost me around $1700 as I installed my own gears, and rebuilt the diff.
My buddy used this setup on his SSM build all last year with 0 hiccups. Couple small track days, canyon runs, daily driving it, lot's of clutch drops. He is making 375 to the wheels, he is shooting for 450-475 next year I believe.
https://www.s2ki.com/s2000/topic/978...e__hl__pastoli
Registered User
Joined: Sep 2005
Posts: 1,866
Likes: 2
I did not want to clutter this thread. I have a build thread for the swap.
The 8.8 swap parts list:
-8.8 diff; Ford Thunderbird (iron housing, cheapest.), Lincoln Mark VIII (aluminum housing, second cheapest), 03-04 IRS Cobra housing (aluminum, most $$$)
-Ford Explorer rear housing cover (less then $100 from dealership)
-Any gear ratio you can dream of. I bought 4.56's for $85 shipped.
-8.8 rebuild kit & LSD rebuild kit or buy a OSGIKEN LSD
-DSS Axles $950-$1600 depending on what level you go with
-I made custom mounts and a adapter plate. I also made a driveshaft adapter. I can whip up some mounts for anybody if they would like, and I have some adapters left over.
Everything said and done I believe my setup cost me around $1700 as I installed my own gears, and rebuilt the diff.
My buddy used this setup on his SSM build all last year with 0 hiccups. Couple small track days, canyon runs, daily driving it, lot's of clutch drops. He is making 375 to the wheels, he is shooting for 450-475 next year I believe.
https://www.s2ki.com/s2000/topic/978...e__hl__pastoli
The 8.8 swap parts list:
-8.8 diff; Ford Thunderbird (iron housing, cheapest.), Lincoln Mark VIII (aluminum housing, second cheapest), 03-04 IRS Cobra housing (aluminum, most $$$)
-Ford Explorer rear housing cover (less then $100 from dealership)
-Any gear ratio you can dream of. I bought 4.56's for $85 shipped.
-8.8 rebuild kit & LSD rebuild kit or buy a OSGIKEN LSD
-DSS Axles $950-$1600 depending on what level you go with
-I made custom mounts and a adapter plate. I also made a driveshaft adapter. I can whip up some mounts for anybody if they would like, and I have some adapters left over.
Everything said and done I believe my setup cost me around $1700 as I installed my own gears, and rebuilt the diff.
My buddy used this setup on his SSM build all last year with 0 hiccups. Couple small track days, canyon runs, daily driving it, lot's of clutch drops. He is making 375 to the wheels, he is shooting for 450-475 next year I believe.
https://www.s2ki.com/s2000/topic/978...e__hl__pastoli
Really Good Info! I may end up with no choice but to custom build my tranny and rear end. I would be interested in the adapter specs. Im also starting to source info on the the adapter plates and hardware needed for the T-5 and Jerico tranny options. Thanks!
-Marc
Community Organizer
Joined: Feb 2009
Posts: 1,616
Likes: 12
From: Abilene, Texas
I made a run on the adapters for the driveshaft adaptors as I foresaw this happening, lol. I can whip out a set of mounts on a day off.
If anybody wants to know anymore info message me. I love this stuff!
If anybody wants to know anymore info message me. I love this stuff!
Registered User
Joined: Sep 2005
Posts: 1,866
Likes: 2
Bringing this back from the dead. Blytheville is just around the corner and I have taken over CKit's SSM car. This deal worked for both of us and will keep me from having another experience like last year!
Our goal is to drive this car As-Is for the majority of 2014 with some minor weight mods and get some type of a baseline for it's on course behavior, ability to hang with the field, and areas to improve if necessary. Since we have yet to drive this car other than the street when I get a dealer's tag, so Blytheville will be the first. Don't expect much from us as we will not be driving the car at 10/10ths. We are using our old 285/30/18 A6s to start in order to not tear up new tires while we learn the car, no launching, etc. I have yet to auto-x a car that has this type of brutal power. I have experience with the viper, Z06, GT3, and other light power:weight cars, but none that act like this. In short, this could escalate quickly!
I'm in the process of removing the softop (pictured below), OEM roll hoops (keeping the harddog bar), air bags, A/C, and some of the track goodies Charles had on the car. We are adding the CR tonneau & brackets to be legal and rigged up a temporary solution for an e-brake on the stoptechs. Our goal is to get to know the car this season and have it sorted out by 2015. I still have my parts from the BSP car and the SSM motor is in it's final building stages. The motor is an all out build specifically designed for boost. We hope that means quicker spool! Details on that to come...
-Marc
Our goal is to drive this car As-Is for the majority of 2014 with some minor weight mods and get some type of a baseline for it's on course behavior, ability to hang with the field, and areas to improve if necessary. Since we have yet to drive this car other than the street when I get a dealer's tag, so Blytheville will be the first. Don't expect much from us as we will not be driving the car at 10/10ths. We are using our old 285/30/18 A6s to start in order to not tear up new tires while we learn the car, no launching, etc. I have yet to auto-x a car that has this type of brutal power. I have experience with the viper, Z06, GT3, and other light power:weight cars, but none that act like this. In short, this could escalate quickly!
I'm in the process of removing the softop (pictured below), OEM roll hoops (keeping the harddog bar), air bags, A/C, and some of the track goodies Charles had on the car. We are adding the CR tonneau & brackets to be legal and rigged up a temporary solution for an e-brake on the stoptechs. Our goal is to get to know the car this season and have it sorted out by 2015. I still have my parts from the BSP car and the SSM motor is in it's final building stages. The motor is an all out build specifically designed for boost. We hope that means quicker spool! Details on that to come...
-Marc
Registered User
Joined: Sep 2005
Posts: 1,866
Likes: 2
First event for the new (to us) SSM car is in the books!
Day 1 ... Finally got the car semi prepped and ready for our first event at the Blytheville Pro-Solo. We arrived early on Friday to run a few practice laps around the Test & Tune course (since we had zero seat time in the car). Once on the T&T course, the car ran strong, power was obscene, and the car was surprisingly manageable! I spent most the time dialing in the shocks and pressures as I had no intentions for a swaybar or spring change. We started with the old BSP 285/285 A6 setup and even got the oversized 315/335 tire setup to work after some additional fender carnage! There weren't many SSM cars on site yet for reference. I'm told we were a second faster than the Anderson/Wilcox Miata that was running which was nice to hear, but probably irrelevant and not 100%. Most the runs were on 285s. The pulls were insane, traction control took over on every corner exit but let loose as soon as there was grip. I looped it a couple times but found the right settings and comfort zone to make the car stick. For settings, I started with my favorite bar, shock, and pressure settings off the B-Stock S2000 CR and only had to modify them slightly! This should keep things simple if these settings continue to prove working on other surfaces/sites and wheel/tire combos!
Day 2 ... The courses, while on a huge area of the Airport, were nothing but continuous slaloms and inset switchbacks. This was very disappointing after the promise of a big course prior to the event. We knew Anderson's Miata and Strelniek's RX7 were going to have an advantage as they were the narrowest cars in the field piloted by exceptional drivers. Dave and I had zero expectations to finish near the top anyways, so we focused simply on familiarizing ourselves with the car and get faster each run! We also agreed to not "launch" the car as you normally would for a Pro-Solo drag start to preserve the drivetrain. Dave was out first and drove well off the bat. His times in the first session, in a car he had never driven, were within 2 seconds of the class winning/scratch times. I was up next after a short pause. I line up, launch with a conservative slip of the clutch resulting in a 0.813 RT/2.2 60' and off. The car hits boost almost immediately, I find second, deeear God this thing is pulling! I try my best to hit all the marks on course, but this speed on auto-x courses is something I need lots of practice with! I make it through a 6 cone slalom, slap one of the last cones due to my slow reaction to the car, and power into a huge sweeper. After rounding the sweeper, I try to power/pivot around a pointer cone to make mini straights out of the smaller/tight sections and the power cuts out. The engine is running smooth, but its not pulling. I try to drive and look over readings on the Racepak for anything out of the ordinary, start hitting cones, and decide to finish the lap. I line up again thinking the computer just freaked out. I restarted it, glance over all the gauges again, looks fine, stage and launch. Again, there is no pull, just a slow/smooth acceleration. I DNFed the run and headed back to our Paddock space. After some investigating from a few different people, we found this...
Looks like the impeller jam nut came loose and destroyed the turbo. Housing is badly scratched and blades now out of balance. A closer look shows there was no loctite on the threads. We are trying to get this thing sorted and a new turbo on the car asap. The way this car ran makes me a believer it can be competitive.
-Marc
Day 1 ... Finally got the car semi prepped and ready for our first event at the Blytheville Pro-Solo. We arrived early on Friday to run a few practice laps around the Test & Tune course (since we had zero seat time in the car). Once on the T&T course, the car ran strong, power was obscene, and the car was surprisingly manageable! I spent most the time dialing in the shocks and pressures as I had no intentions for a swaybar or spring change. We started with the old BSP 285/285 A6 setup and even got the oversized 315/335 tire setup to work after some additional fender carnage! There weren't many SSM cars on site yet for reference. I'm told we were a second faster than the Anderson/Wilcox Miata that was running which was nice to hear, but probably irrelevant and not 100%. Most the runs were on 285s. The pulls were insane, traction control took over on every corner exit but let loose as soon as there was grip. I looped it a couple times but found the right settings and comfort zone to make the car stick. For settings, I started with my favorite bar, shock, and pressure settings off the B-Stock S2000 CR and only had to modify them slightly! This should keep things simple if these settings continue to prove working on other surfaces/sites and wheel/tire combos!
Day 2 ... The courses, while on a huge area of the Airport, were nothing but continuous slaloms and inset switchbacks. This was very disappointing after the promise of a big course prior to the event. We knew Anderson's Miata and Strelniek's RX7 were going to have an advantage as they were the narrowest cars in the field piloted by exceptional drivers. Dave and I had zero expectations to finish near the top anyways, so we focused simply on familiarizing ourselves with the car and get faster each run! We also agreed to not "launch" the car as you normally would for a Pro-Solo drag start to preserve the drivetrain. Dave was out first and drove well off the bat. His times in the first session, in a car he had never driven, were within 2 seconds of the class winning/scratch times. I was up next after a short pause. I line up, launch with a conservative slip of the clutch resulting in a 0.813 RT/2.2 60' and off. The car hits boost almost immediately, I find second, deeear God this thing is pulling! I try my best to hit all the marks on course, but this speed on auto-x courses is something I need lots of practice with! I make it through a 6 cone slalom, slap one of the last cones due to my slow reaction to the car, and power into a huge sweeper. After rounding the sweeper, I try to power/pivot around a pointer cone to make mini straights out of the smaller/tight sections and the power cuts out. The engine is running smooth, but its not pulling. I try to drive and look over readings on the Racepak for anything out of the ordinary, start hitting cones, and decide to finish the lap. I line up again thinking the computer just freaked out. I restarted it, glance over all the gauges again, looks fine, stage and launch. Again, there is no pull, just a slow/smooth acceleration. I DNFed the run and headed back to our Paddock space. After some investigating from a few different people, we found this...
Looks like the impeller jam nut came loose and destroyed the turbo. Housing is badly scratched and blades now out of balance. A closer look shows there was no loctite on the threads. We are trying to get this thing sorted and a new turbo on the car asap. The way this car ran makes me a believer it can be competitive.
-Marc
Registered User
Joined: Sep 2005
Posts: 1,866
Likes: 2
