J32A2 head swap and true dual exhaust build
08-13-2013, 11:26 AM
#1
Three Wheelin'
Thread Starter
iTrader: (3)
J32A2 head swap and true dual exhaust build
This July, I completed my long plannned J32A2 head swap from a second gen CL-S/TL-S to my J35A8 2007 TL-S shortblock.
Besides this motor build, I am pushing a direct port shot of nitrous, and it is well known that a restrictive exhaust kills motors with nitrous. There was just no way 600hp was escaping a single 2.5" exhaust system. Thus, I built the full exhaust from scratch with six 1 7/8" primaries to a twin 3" fully vbanded exhaust with custom xpipe, making use of 2 Vibrant resonators to totally eliminate rasp in the dreaded 3-4k rpm band. I then repurposed the ATLP quad mufflers with new/larger 3" perforated stainless steel internals. My top priority was higher head flow but I also wanted to keep the same look i've had for the past 5 years with the ATLP quad muffler shells. The heads are fully built with oversized valves, KMS springs, KMS Titanium Retainers, and custom cams. More details soon, but here are some pics of the process.
Besides this motor build, I am pushing a direct port shot of nitrous, and it is well known that a restrictive exhaust kills motors with nitrous. There was just no way 600hp was escaping a single 2.5" exhaust system. Thus, I built the full exhaust from scratch with six 1 7/8" primaries to a twin 3" fully vbanded exhaust with custom xpipe, making use of 2 Vibrant resonators to totally eliminate rasp in the dreaded 3-4k rpm band. I then repurposed the ATLP quad mufflers with new/larger 3" perforated stainless steel internals. My top priority was higher head flow but I also wanted to keep the same look i've had for the past 5 years with the ATLP quad muffler shells. The heads are fully built with oversized valves, KMS springs, KMS Titanium Retainers, and custom cams. More details soon, but here are some pics of the process.
Last edited by gerzand; 08-13-2013 at 11:29 AM.
08-13-2013, 11:38 AM
#4
BANNED
iTrader: (33)
were not worthy.
08-13-2013, 11:57 AM
#5
Race Director
iTrader: (1)
Andy you're such an amateur! 
08-13-2013, 12:23 PM
#7
Looks great!
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08-13-2013, 12:43 PM
#10
I want to hear it! Why did you choose to go with Vibrant resonators vs the other hometown favorites that are more commonly used like Magnaflow? Whatever the reason, if you've eliminated that 3-4k RPM rasp that's awesome! Going to look into those to get rid of the PCD rasp when I get my catback.
08-13-2013, 01:10 PM
#12
Race Director
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Good God, Andy. Excellent work. 
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Undying Dreams (08-13-2013)
08-13-2013, 06:11 PM
#17
I thought somewhere I read something about welding and reshaping coolant ports... but maybe Im thinking of something else.
That is insane, cannot wait to hear this and see gains. Glad to see this build thread finally come to light 
08-14-2013, 07:58 AM
#22
Race Director
iTrader: (1)
Can you all imagine if Andy labeled his thread like JJH recently did?
"My path to 600WHP"
Lol
"My path to 600WHP"
Lol
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JJH (08-14-2013)
08-14-2013, 09:57 AM
#24
All motor
^ .................................................. .......................... 
Nice work, Andy!
Nice work, Andy!
08-15-2013, 08:15 AM
#31
Three Wheelin'
Thread Starter
iTrader: (3)
you're embarassing me in public, mom!
08-16-2013, 02:59 PM
#34
Team Owner
Very nice! When I clicked on this thread I somehow scrolled to the bottom of the pictures so I was scrolling up to look at them. I saw the large dual exhaust and then the large primaries and was about to talk crap and then I saw the direct port kit.
Everything looks top notch. So are you going with a blower too? That kind of exhaust work looks like you planned for both the blower and nitrous. Just one word of advice, I HATE those blowers. Depending on how you set yours up you're going to have a crazy amount of hiss from the bypass valves at low and part throttle and if it's not intentionally oversized it's going to make boost by rpm meaning full boost comes in at max engine rpms or put another way imagine a turbo that lags all the way to redline. There's way less power under the curve. I know you have nitrous for that but nitrous is evil at low rpms. It's usually better to have the super or turbocharger for low end and hit the nitrous up top where cylinder pressures won't skyrocket and with this supercharger you likely won't have the option to make a whole lot of low end power. Some guys who road race like the blowers since they tend to follow the stock power curve a little closer. What's this car going to be used for?
Also, if you plan on running 25psi with this blower you might want to make sure it can do so on a serpentine belt. You may have to go with a separate cogged belt to drive it without slip.
Good luck with the build, I'll definitely be following it.
Everything looks top notch. So are you going with a blower too? That kind of exhaust work looks like you planned for both the blower and nitrous. Just one word of advice, I HATE those blowers. Depending on how you set yours up you're going to have a crazy amount of hiss from the bypass valves at low and part throttle and if it's not intentionally oversized it's going to make boost by rpm meaning full boost comes in at max engine rpms or put another way imagine a turbo that lags all the way to redline. There's way less power under the curve. I know you have nitrous for that but nitrous is evil at low rpms. It's usually better to have the super or turbocharger for low end and hit the nitrous up top where cylinder pressures won't skyrocket and with this supercharger you likely won't have the option to make a whole lot of low end power. Some guys who road race like the blowers since they tend to follow the stock power curve a little closer. What's this car going to be used for?
Also, if you plan on running 25psi with this blower you might want to make sure it can do so on a serpentine belt. You may have to go with a separate cogged belt to drive it without slip.
Good luck with the build, I'll definitely be following it.
08-19-2013, 02:31 PM
#36
Three Wheelin'
Thread Starter
iTrader: (3)
Very nice! When I clicked on this thread I somehow scrolled to the bottom of the pictures so I was scrolling up to look at them. I saw the large dual exhaust and then the large primaries and was about to talk crap and then I saw the direct port kit.
Everything looks top notch. So are you going with a blower too? That kind of exhaust work looks like you planned for both the blower and nitrous. Just one word of advice, I HATE those blowers. Depending on how you set yours up you're going to have a crazy amount of hiss from the bypass valves at low and part throttle and if it's not intentionally oversized it's going to make boost by rpm meaning full boost comes in at max engine rpms or put another way imagine a turbo that lags all the way to redline. There's way less power under the curve. I know you have nitrous for that but nitrous is evil at low rpms. It's usually better to have the super or turbocharger for low end and hit the nitrous up top where cylinder pressures won't skyrocket and with this supercharger you likely won't have the option to make a whole lot of low end power. Some guys who road race like the blowers since they tend to follow the stock power curve a little closer. What's this car going to be used for?
Also, if you plan on running 25psi with this blower you might want to make sure it can do so on a serpentine belt. You may have to go with a separate cogged belt to drive it without slip.
Good luck with the build, I'll definitely be following it.
Everything looks top notch. So are you going with a blower too? That kind of exhaust work looks like you planned for both the blower and nitrous. Just one word of advice, I HATE those blowers. Depending on how you set yours up you're going to have a crazy amount of hiss from the bypass valves at low and part throttle and if it's not intentionally oversized it's going to make boost by rpm meaning full boost comes in at max engine rpms or put another way imagine a turbo that lags all the way to redline. There's way less power under the curve. I know you have nitrous for that but nitrous is evil at low rpms. It's usually better to have the super or turbocharger for low end and hit the nitrous up top where cylinder pressures won't skyrocket and with this supercharger you likely won't have the option to make a whole lot of low end power. Some guys who road race like the blowers since they tend to follow the stock power curve a little closer. What's this car going to be used for?
Also, if you plan on running 25psi with this blower you might want to make sure it can do so on a serpentine belt. You may have to go with a separate cogged belt to drive it without slip.
Good luck with the build, I'll definitely be following it.
Nope, this machine shop is nowhere near Ohio
Last edited by gerzand; 08-19-2013 at 02:33 PM.
08-19-2013, 02:56 PM
#37
Team Owner
Yes ill be running a very large rotrex blower. The car will continue to have its home on the street but will frequent the road course every now and again. History shows this sort of balance is not often well achieved, especially on a FWD platform. But we shall see
Nope, this machine shop is nowhere near Ohio
Nope, this machine shop is nowhere near Ohio
08-19-2013, 03:00 PM
#38
'06 WDP TL 6MT
iTrader: (2)
Stock bottom end on this thing? What does the head swap do to compression? Because I can't imagine 25psi on 11:1 stock compression bottom end. And what about the rest of the drivetrain? Trans? Diff?
Insane build.
Insane build.
08-19-2013, 03:06 PM
#39
Race Director
iTrader: (1)
Yea I always meant to ask you about the tranny Andy.
The A2s actually drop the compression to 10.5.
I'm going to guess he went that route not for compression reasons but being able to fab his own headers.
The A2s actually drop the compression to 10.5.
I'm going to guess he went that route not for compression reasons but being able to fab his own headers.
08-19-2013, 03:27 PM
#40
Three Wheelin'
Thread Starter
iTrader: (3)
Stock bottom end currently with ARP head studs only, but that wont stay the same for the boosted build, though this block can handle somewhere in between at 700 wheel for a good beating. The full build for boost is where the custom Wiseco 89.5mm pistons with lowered ringlands, LA sleeves, Crower rods (all blueprinted as rotating assembly) come into play. Head swap keeps compression the same with this block. Trans will have custom 3rd and 4th gears at least, but itll be a crap shoot on how long the diff and mainshaft last beyond the known limit. No worries though, ive got a contact outside of Detroit who have built some of honda's trannys over the years that will be taking a stab at this work.
Last edited by gerzand; 08-19-2013 at 03:31 PM.
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