StanceWorks Video Transcript

Oh Okay okay before anything else I gotta be honest it’s like a thousand horsepower at the crank we’ve crossed the 800 wheel horsepower Mark and there is a ton of power left on the table once we put better fuel in this motor it is eager to make more but with that said we

Can now cross the biggest hurdle off the list towards getting this car out on the track for the very first time there is now a tune on it and it is safe to beat on but getting to this point has been anything but easy it has been kicking my

Ass for the last two weeks so let me catch you up to speed and let’s go over to animal Auto and I’ll let you guys hear this thing absolutely scream now most of you probably don’t need a recap so feel free to skip ahead but for those of you that haven’t seen every

Episode so far our Dyno sessions have been fraught with all of the issues that come up when you’re attempting to build a custom car from the ground up our first Dyno session revealed the need to completely redesign our engine cooling system thanks to a lot of air

Pockets trapped in the front of the car we also had to revise our oil Scavenging system from the turbo because it was overflowing and dumping oil everywhere and then the big hurdle was that we broke a clutch disc we added an additional O2 sensor to our exhaust for tuning purposes but once we

Made it back over to animal Auto for our second Dyno session we blew our intercooler end tank Sky High I fixed it on the workbench by welding it back together but we blew it up even worse after a second pull we did an FEA analysis to figure out why it failed and

Ultimately it revealed that we use material that was just too thin at 90 000 thick it wasn’t up to the task of holding up to our required boost pressures so in the last episode I rebuilt our intercooler end tanks using 3 16 material and this was the outcome

Admittedly I’m really happy with it because I started this project not knowing how to TIG weld but here we are with a really nice clean result however if you thought that’s where the hurdles were going to end well you aren’t familiar with the stanceworks channel and how real in-depth builds go

So let’s dive in and see where we are today now in a perfect world if we could just trust the data the computer gave us that says our new intercooler end tanks won’t fail like the original ones did after all we’re making them out of material

That’s more than twice as thick the math tells us we should be able to exceed pressures Beyond 70 PSI inside of our end tanks without a detrimental failure however I don’t want to waste my time nor do I want to waste Andrews at the dyno again only to suffer a failure so I

Want to pressure test our new intercooler and I’ve got an idea of how to do it effectively it begins by cutting up the old one we need the aluminum HD clamp ferrules off of it oh the concept is to produce a pair of plugs something we can block off the

Inlet and the outlet of the intercooler with so that we can adequately pressurize it if we cap off the ferrules we cut off of the old intercooler with some solid material they become plugs and if we put them back into the original HD clamps the entire thing will

Be effectively sealed up to around 800 PSI or about a dozen times higher than what we need so after cutting out and shaping a round plug and then welding it to the ferrule we’re left with this I wouldn’t say that it’s beautiful but it doesn’t need to be it fits right back

Into the clamp and once locked down it should be good to hold pressure inside Now because the intercooler has one in and one Outlet we do need two plugs so I made two but I messed the second one up so I went across the street and had Brett machine me a new one that’s threaded in the middle this will be how we actually pressurize the intakes

Of course we could have just put a Schrader valve on this but once we plummet to the shop air compressor 150 PSI is likely to make this thing explode so as an alternative we’re going to use my leak down Tester the same one that we used to find out that the head gasket

Was blown on our Audi Quattro the concept here is that we can easily regulate the air pressure we’re pumping into the intercooler we can easily Bleed It Off and see what’s going on inside now given that our original intercooler popped at around 14 PSI and we need this

One to hold substantially more I decided to put it outside the shop for the first pressurization just in case I’ve made well a bomb I started with about 10 psi and it did push the Caps outwards indicating we had positive pressure inside but it was almost immediately that I realized there

Was a problem I could hear air escaping from the water inlet and Outlet in an Ideal World we’d have had no air leakage at all and if I had my choice if there was a leak it’d be through pin holes from the air tanks to the atmosphere but air leaking into the

Water side of the tank is worst case scenario in order to Showcase what’s happening we filled the water side of the intercooler with water and then pressurized it with shop air this pushed water into the air side of the intercooler which means under boost we’d be filling our cooling

System with air and under vacuum we’d be filling the engine with water neither are acceptable so there is a hole between this part and where it seals to the core which is then allowing water from this tank to go past that and into this tank sorry that’s not

Very clear but in short I can’t just get this hot and Reflow it or anything because it’s not this well that’s the one underneath it and I think my only option at this point if I want to make my Dyno appointment and not push this out until I have Billet end tanks or

Remake the whole thing again which I’m not interested in doing is to I guess probably start by cutting this whole outside panel off and uh seeing if that gives me enough access to to weld what’s inside of there and if it doesn’t then I’ll have to

Start removing more of the end tank and try to close that up and then put it all back together and then hope that it works I’m very not stoked and so as much as it hurt my heart to do I did just that I cut apart the

Intercooler I had just finished in hopes of fixing it with just one side panel removed I did my best to try and weld it in situ I had Khalil hold a mirror for me and I tried welding upside down and backwards but there just wasn’t enough room to pull it off

So I cut the rest of the intake off to get a better view of what’s actually going on and if we take a look down in here between my two Sharpie marks on the rows of the core you can see exactly where our hole is now to be clear this

Is my fault it’s not a bad core but I’m under the impression that I overheated the braising that holds these parts together it contaminated my weld and introduced a pinhole I tried extensively to weld the pinhole up only to find that the problem was getting worse and after asking Brett for

Some help he agreed there was only one solution to the problem that was to save what end tanks we could and to cut the rest of it apart because it was back to the drawing board once again now we’ve had bigger setbacks but I’ll say this was one of the most defeating

Moments of the project so far cutting apart a part I was really happy with and felt so confident about all because of a stupid tiny issue but keeping in mind that we learned the most from our failures I did my best to keep my chin up cut the end Tanks off

Got out of fresh core and said the third time is usually a charm now thankfully we do get to reuse the air and tanks they’re still good but they required a lot of cleanup and fitting in order to make them work a second time around

I did my best to try to understand how I might have messed this up on the previous approach I spent some extra time beveling the edges of the material for better penetration characteristics with less overall heat in hopes of keeping the braising that holds the intercooler core together from contaminating the weld

Once again Having learned a valuable lesson I realized that it’s at this point with only the air tanks welded into place that we should pressure test this thing we still have access to all of the welds in case we need to fix any pinholes and

As it turns out this was a good idea because there were still a couple of pinholes that needed some attention but after a little bit more welding and with a little bit of help from Brett across the street we got this thing set up and pressurized it once more so 55.

We’ve already just dunk it in a barrel of water it’s 60 PSI so that should be more than a thousand horsepower right this time around this thing is holding a solid 58 to 60 PSI we use some soapy water to make sure there were no pinholes remaining and

Once we were confident this thing was sealed tight I shaped up some new water end tanks and got the whole thing welded up with this finished up we are finally ready to head over to the dyno all right the last several times we’ve been to animal Auto it’s ended in well not

Necessarily disaster but with Low Spirits to say the least it has been anything but smooth sailing this time around though the car seems like it’s in a better place than ever and thus we’re feeling more confident than we have at any point prior on top of having Andrew Molina here to

Tune the car he brought in Kevin Valdez to lend a hand one of the k-series experts here in Southern California together they’ll do some smooth talking to the haltech Nexus R5 and get this Honda swap Ferrari running better than ever before after giving the car a once-over the

First thing to address was how to get the car to run effectively on the dyno some of you may remember the problems we were facing during our first two sessions The low rotating inertia of the Honda engine was causing the car to Buck on the dyno but by breaking up the sweep we finally got our first successful Pole All right 8 500 RPM has never sounded so good with a successful pull under our belt and with the car cooperating it was time to open the floodgates and start the process of actually tuning the car after a bit of tinkering and a couple of test pulls here was our first successful

Power number foreign running 12 PSI of boost we saw 575 horsepower at the rear wheels it’s an impressive place to start but as said it’s only the start Slowly but surely the power Figures were adding up on the Boost side of the equation our numbers were staying perfectly level no boost creep whatsoever so we kept going The car climbed into the mid-60s and then into the 700s and everything was looking relatively solid although we were coming to a point where we were running out of octane in our fuel running 110 has its perks at the track but some drawbacks when you’re asking a

2.4 liter to make a thousand horsepower as a final stopping point for the day we raised the red line up to 9 500 and then gave it one final pull and here it is oh And believe it or not the guys at four piston tell us we could rev this engine all the way to 11 if we want to I don’t think we have that kind of need though but with all that said the power graph is quite impressive given the size of

The turbo our figures for the day are quite respectable we have a 14 PSI tune that puts down 638 horsepower and an 18 PSI tune that gives us 736 horsepower both reliable enough to go beat on now if you’re looking for Peak numbers we did reach a staggering

810 horsepower at the wheels with just shy of 25 psi there’s no question it’ll go above and beyond the thousand horsepower Mark once we get more octane into the fuel realistically I need a swap to E85 or c16 but regardless the car really left us impressed

So like the saying goes third time’s a charm it’s our third visit here after some teething issues and you know some planning out we finally got a successful Dino day we were able to actually get uh three different boost levels here uh this is actually just depicting two we

Have a 14 PSI and then a 18 PSI run and that’s kind of where we left it at we’d love to make some more power but pretty static with housing performed um my friend Kevin from KV tuning came by and helped us figure out how to actually make a sweep on the setup

That’s this gnarly and uh we started our sweep at like 4 800 RPM versus 2500 rpm and uh took it all the way up to at 1.9500 just to see how things are going and uh we ended up bringing it back down to 8 800 for today and leaving it at 18

PSI with this being our result so hopefully for the next session we’ll have some suspension under our belt um work out all like the gizmos and gadgets with the R5 like trash control individual wheel speed sensors maybe do some brake biasing you know it’s just just actually working on the whole

Chassis itself but for the engine uh setup and the management goes it worked flawlessly yeah I couldn’t complain this four piston engine is phenomenal to say the least and we are back it’s the end of a long day at the dyno I figured I should record something now while I’m feeling

That high of a successful Dino day it’s our first one and honestly I’m stoked the engine is making a ton of power it seems really healthy really happy it’s awesome hearing it scream all the way up to 9 500 and honestly the guys at four piston have said we can take the engine

Beyond that if we want to we’re just talking about a shorter fuse and I want this engine to last a long time knowing that where we’re at the engine is totally happy feels really good we can make more power but we need to throw a better fuel at it realistically

I need to go to c16 or I need to make the switch over to E85 which the fuel system’s happy with other than our fuel pump I would need to upgrade the pump so that we’d have the proper capacity because E85 requires so much more fuel so we’ll see that thousand horsepower

Mark is still something that I want to hit we’re knocking on the door of it it’s right there the engine would be happy to hit it which is going to make some changes maybe you’ll go out and buy some c16 fill up the tank and we’ll hit

That number now what I know everybody actually wants to know is when is this car going to go out on track it’s what we’ve been working towards now for two years and clearly we are really close well there’s a couple of things that I want to get done before we go out there

The first one is I want to focus on safety we need to get a roll bar installed and we need to get seat belts installed and I’ve got a full fire suppression system that needs to go into the car so that we don’t lose it if the worst happens

And then we also need to work on a bit of suspension and Dynamics basically we’ve got to swap our Springs out because they’re a little bit too soft and we need to get the whole car aligned right now it’s really just thrown together it wouldn’t track straight we’re going to wear through tires

Improperly I’m going to lean on my buddy Joey Seeley and see if he’ll help us out with a Sealy setup fingers crossed he’ll have some time for us maybe by mentioning him now he’ll feel a little bit obligated I don’t know but with those out of the way we really are

Looking at track time those first slow laps the Shakedown sessions figuring out what the car is going to need what’s going to break and seeing what we can get done at the track before we actually need to turn around come home come back to the shop and tear everything apart

Again the engine seems happy Andrew did an awesome job thank you to Andrew once again as always for taking care of me thank you to Kevin for coming out and lending a hand these guys were awesome this was an awesome day this feels like an awesome Milestone to me something

We’ve been working towards for so long I can feel the Finish Line it’s within my grasp now we’re going to get out on track we’re gonna have some fun but before we get anything else done I’ve got an E36 episode coming for you guys on Tuesday I got my interior I’ve got a

New cooling system going in I’ve got a carbon intake plenum lots of cool changes I’m excited about it that car means a lot to me and I’ve got Apparel in hand now I’ll have that hopefully out next week or the week after with all that said I’m done I got to get this

Episode edited thank you guys for the support and I’ll see you guys next week