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The VIPER Garage  |  Generation-specific Viper Forums  |  RT/10 & GTS Viper Discussions  |  MY TT GTS (Ted's)
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Author Topic: MY TT GTS (Ted's)  (Read 38691 times)
RTTTTed
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Viper Nation - ezine
« Reply #315 on: August 30, 2016, 01:36:54 PM »

Shot this pic at Joel Fortin's house.  He went over my tune before we went to Prince George and smashed my Transmission.  Rear exhaust here.

I banged the Gen 1 side sills back into shape (they were rough) and cut the exh exit opening larger for my oval 4" pipe.  I wet sanded my Gen 1 side sills while having a shower LOL.  Both of us came clean. 

I painted the sill with Laquer and it came out satin black.  With no time for polishing I repainted the body with a gloss black.  Paints didn't agree and wrinkled so I had to wipe the paint off with Gunwash, then repaint.

I painted the main body gloss black and lacquered the shaped portion of the sill making it Satin Black


* 20160617_105406 (575x323).jpg (198.21 kB, 575x323 - viewed 134 times.)

* Wet Sand Side Sill in Shower (2) (720x1280) (394x700).jpg (161.59 kB, 394x700 - viewed 126 times.)

* IMG_3844 (1280x545) (700x298).jpg (165.84 kB, 700x298 - viewed 115 times.)

* Gen 1 side sill reshaped and painted (2).jpg (161.94 kB, 500x333 - viewed 121 times.)
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1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
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Viper Nation - ezine
« Reply #316 on: August 30, 2016, 01:43:15 PM »

I used my Mopar Performance PCM when we installed the Motec M800 because my stock 99 GTS PCM was mounted under the driver's seat.  The AEM series 1 uses the factory PCM to allow the doors, power windows and alarm system to operate.  The AEM has 5 wires from the PCM connectors added to make a harness for these functions.  I removed the Billet alum boost guage and Shift light as well as their wiring from the steering column.  Then I mounted the Motec Drag Pack Dash (CDL 3) and shift light and started that wiring!

I removed the Driver's seat and took out the factory PCM and replaced the MP unit with the factory one in the stock location.  Took an hour because of the roll cage.

When I rebuilt the GForce T56 race tranny I just rebuilt it and didn't clearance it.  I dropped the tranny tonight and took off all the outer parts and bolts so I can start over and clearance the tranny.  Because of the upgraded tranny mount it took me only about an hour to remove the tranny!!! 




« Last Edit: August 30, 2016, 11:41:18 PM by RTTTTed » Logged
1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
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Viper Nation - ezine
« Reply #317 on: September 15, 2016, 08:30:09 PM »

Dyno sheets from first visit to Portland Speed Industries.

Dyno sheet show 970whp which was hot and on pump gas.  Jason said that was OVER the 1000whp we dyno'd on the old AEM series 1 on pump gas at minimium boost at 13psi.  We then switched gas and started tuning for Race gas and more boost.

We got to 1307whp before Lean cut shut the engine off due to lack of fuel.

 Took tranny apart and reclearanced it.  It had .032 and .023" shims.  I measure both shafts at .015?, found a differential shim of 0.15" and cut a .015" bronze shim from shim stock the neighbor happened to have.  Reassembled the tranny and installed back in the car.  I cut and fitted straight 4" side pipes, straightened the Gen 1 side sills and spray painted them black, then installed them.

Joel decided to come along to Shift Sector and help out with my car.  We drove the 17 hrs to Portland Speed Industries (PSI) and bolted on an aftermarket speed sensor and bracket to the front wheel and hooked up the rear sensor and the transmission ground speed wires.  Too bad they didn't work!  We pulled the pump module and Joel switched out the triple 255lph Walbros for a pair of Walbro 450s that Jason (owner PSI) ordered and brought in for me.  Jason also brought in some new  K&N air filters so I got them changed as well.  Joel changed out the fuel pumps and we reinstalled the fuel pump module.  I'd replaced the main -10 fuel supply line from the tank to the Russell fuel filter, but bought a 7' piece of SS Braided -10 line and used my old Russell fittings to replace the new Hydraulic high pressure line which worked, but was .44" as compared to the -10 line of .55".  During this process we drained the pump gas and poured race gas into the tank. 

Next we took the car and strapped it down on the dyno.  Half a day later we had retuned the fuel maps to adjust the a/f ratio to a steady 11 to 1 A/F and with low (safe) timing we had attained 1390whp/1200wtq.  at 26psi.  Being a Greg Good designed engine build I had asked him what boost was safe and he replied that Viper engine have a tendency to "lift the heads" above 1450whp, so we stopped at 1390whp

We did some work to the wiring trying to get the CDL dash and M800 to communicate to which we had small successes.  Some features worked but many didn't.  We had drained the race gas and had the car back on the dyno to adjust the pump gas tune fuel/air maps while maintaining the 1000whp at low boost of 13psi.  Friday afternoon my Mickey Thompson tires arrived at PSi and thanks to CJ there we threw the front wheels and all 4 tires in my truck and took off to get the tires changed over.  Mickey Thompson 'comp' front tires and Mickey Thompson 325 x 50 x 15" Street 'R' Drag Radials.  One of the Drag raidals was bad.  Out of round and tread squirm.  Too bad there wasn't a week or two so we could have returned it, we threw it on the car and loaded the Viper into the trailer about 7:30pm then headed off to Salem to be closer to the Shift Sector event which started at 8am Saturday.

Here's the dyno before we left on Friday.  1390whp/1204wtq.  at 26psi.  The EBC was at 90% and Jason was worried that boost would go to 30psi next try but I told him that was far enough and we stopped there.  That means a bhp rating would be well over 1500bhp at the crankshaft. 

Jason wrote us a tune for 1100whp to start Saturday with a warmup pass and we ran 6R plugs gapped at .022" 







* 20160819_121407 (600x348).jpg (190.42 kB, 600x348 - viewed 109 times.)

* 20160819_121410 (1280x720) (650x356).jpg (197.31 kB, 650x356 - viewed 114 times.)

* Sept Shift Sector (20)1390whp - 1204wtq (650x365).jpg (196.07 kB, 650x365 - viewed 116 times.)
« Last Edit: September 17, 2016, 04:48:31 PM by RTTTTed » Logged
1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
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« Reply #318 on: September 17, 2016, 05:00:51 PM »

Saturday lineup was huge and it took us more than an hour to get in the gate.  We parked next to Calvo Motorsports at the end of the Apron and brought out the car.  Jason and CJ showed up and Jason looked over the tune then we added the Ice CJ brought us and I went out for a pass.  Half throttle and I gave it a little too much in second and third and spun the tires over revving in 2nd.  Granny shifting the run was 191+ mph.

We added a couple psi boost and ramped it to come in after 4500rpm to see if the start would be easier to control, but I missed 4th and ran 188mph.  Then I missed 5th and finally another full pass where I spun the tires but still managed to go 193mph which won second place to UGR's World record holding 6 spd class Lamborghini at 217mph.  He ran 177 and 204mph on Sunday.

Saturday night back at the Hotel we phoned Jason and he told Joel how to rewrite the map for the boost and we loaded that into the car for Sunday.

Sunday wasn't as busy and we got onto the runway early.  Missed 4th and ran 188mph (same as Sat.) with 1200whp.  I ran a few more times, missed 5tjh, then 6th and finally the shifting problem was obviously the transmission as 5th gear broke and there was no forward drive for the car.  It was a great event, we won 2nd place again on Sunday although AFTER trophy runs ended Speed Society Camaro (listed as 1450bhp) ran .3mph faster but he was too late to collect the trophy.  Owner is a professional skateboarder.  perhaps the US really is the land of opportunity as I can't imagine making a living riding a skateboard in Canada. 

We hooked Jason's (PSI) laptop to the Motec and reloaded the safe 1000whp program into the computer.  Jason has ordered me a UTC (communication adapter) for me from Australia so I will be able to load tunes and make adjustments as well as reading the data logs.  We detoured to PSI and dropped Jason's electronic equipment at his shop. 

Brought my car home and Reverse worked to back the monster into the garage.



* Sept Shift Sector (4) (540x399).jpg (199.15 kB, 540x399 - viewed 122 times.)
« Last Edit: December 19, 2016, 09:44:37 AM by RTTTTed » Logged
1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
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« Reply #319 on: December 19, 2016, 10:00:13 AM »

I finally removed the transmission from the car and since my problems were 5th gear I pulled the tailshaft.  I found the 5/6th synchro drum in the bottom of the case in 4 pieces.  Gears and assembly looked mint.  Should be an easy fix.
d
Joel Fortin happened to have a few extra synchro drums on his shelf and he shipped one to me for free.  It's good to have friends.

I am shopping for a stronger design transmission, as is Joel (since he busted 7 T56s).  Joel was counting the RUNS per Ttransmission.  I think at mid range power he was getting 40 power runs per trans.

We've looked into Turbo 400s, Gear Vendor. Lenco, BJ Trans and PPG sequential transmissions and so far they are all coming in at $10,000 US for a 1500whp and up rating.  Automatic requires an adapter kit, Gear Vendor for overdrive, and transmission tunnel (frame) changes to fit.  Auto would be the safest and quickest launch in the quarter mile but the only advantage in Mile, Halfmile and roll races is the full power shifts.  Automatic at 1100whp level will lose 150whp through the Torque Convertor and hydraulic drive system.  It is an enigma.  Tony Armor solved the problem by installing a Powerglide for drag racing and running the Tremec 6 speed for everything else.
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1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
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Viper Nation - ezine
« Reply #320 on: May 17, 2017, 11:22:16 PM »

I bit the bullet and bought myself a 4 speed Lenco racing transmission.  Rated at 2500whp and designed for clutchless shifting will mean much faster times and higher speeds.  I will need to program the Motec for throttle cut using pressure sensors on the shifters to cut power to the engine for a few micro seconds to lower hp while shifting or full boost shifting will blow off the tires and make me sping out.

I also bought a ProMod upgraded Bear Vendor so I can keep my overdrive gearing. 

To bolt the Lenco to the scattershield I purchased a 3/4" adapter plate that looks to have been an ATI T56 to GM adapter plate with Billet HRB which locates the Lenco transmission perfectly.  I'll need to drill out the Lenco pattern into the adadapter plate, but it will be simple to center the transmission.

I also upgraded my Mcleod twin disc ceramic 1500whp clutch for a Billet triple disc Carbon clutch. 
« Last Edit: May 25, 2017, 10:26:38 PM by RTTTTed » Logged
1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
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