sutyak's turbo 2004 Mach 1 build thread

**sutyak** · 06-10-2016, 02:43 PM

Painting the roll bar to match the car.

Added an ms paint yellow overly for the 69mm turbo I bought.

**sutyak** · 06-14-2016, 09:17 PM

New main seal installed and turbo arrived. They sent the wrong turbine housing, so that part is going back.

I also bought a Mark Williams 1350 driveshaft yoke. I'm not sure what to do about the length difference, or if it matters. I'm still looking into that.
Full insertion of the stock yoke is 6" of actual splined shaft. The MW is only 4 5/8". The stock yoke has about 7/8" of non-splined shaft at the opening for some reason, so the overall length looks much longer.

**sutyak** · 06-15-2016, 10:24 AM

Since this thread doesn't have enough pictures, here's one of my car a buddy of mine took in Ocean City.
It will be nice to get the car on the road again.

**sutyak** · 06-15-2016, 04:03 PM

I contacted Denny's Driveshaft (where I purchased the yoke) and asked about possible added stress on the output shaft from the shorter spline engagement of the MW yoke. I'm satisfied with this reply and I'll be using this yoke on a Ford Racing aluminum driveshaft.

Mark
Your concerns are valid but very unlikely that there would be any over stressing of the output shaft due to less spline contact. Mark Williams Enterprises would never make a slip yoke too short that would cause a transmission any harm. In fact using a stock type yoke like the one in your photo can cause more damage when the internal spline twists and binds up the movement. With that yoke you will have way more spline contact then what is necessary for high power usage.

**sutyak** · 06-17-2016, 09:10 AM

After hearing a lot of compressor surge when letting off the throttle I took a look at the existing blow off valve. Turns out it is a tiny 34mm (actually 28.5mm) TurboXS that just cannot expel enough air to keep the compressed air from smashing back into the compressor wheel.
I've had great experience with the JGS products, so I went with their 50mm BOV. I won't actually install this until after I get the turbo in and pipes modified as necessary. Fitment will be tight.

The installer made no effort to mount the previous BOV flange flush! It protruded about 1" into the piping.

**Ares** · 06-17-2016, 06:36 PM

Dang that is just lazy. They could have cleaned up that mess inside the pipe and grind flange flush to wall.

**sutyak** · 06-18-2016, 02:35 PM

I humbly have to make a correction on that yoke I selected; the U joints are too large for the driveshaft. I'll have to send it back (hopefully) and go with a 1330 style in a different brand. The diameter of the caps of the U joints are too large to fit the driveshaft.

Yesterday was a painting day. I have quite a bit more painting to do on the roll bar and other parts.

I paint my subframe connectors with high-temp paint prior to welding them. The welding cures the paint. I've done this a couple of times and it works great. The welded parts are masked off, but it's hard to tell in the photo.

High-temp paint on the turbo cartridge. I hate surface rust. I'm leaning towards painting the compressor housing sonic blue after I've completed modifying the pipes, etc.

**black 94** · 06-19-2016, 03:43 PM

Looks good nice list of upgrades you've done. Did u end up selling the origional turbo?

**sutyak** · 06-19-2016, 04:02 PM

Originally Posted by black 94

Looks good nice list of upgrades you've done. Did u end up selling the origional turbo?

Thanks
Yes I already sold it. Back to the trans build today...

**sutyak** · 06-23-2016, 09:31 AM

The trans is finally together. It will still be a while before I move on to indicating the bell housing and final install. I still need to finish painting the roll bar, weld up the subframe connectors, install/weld torque box reinforcements, driveshaft loop, maybe 4.10 gears, modify piping for BW turbo, Strange struts and 160# springs, etc. So quite a bit more to do before this actually gets on the road. I'll have to spend some time adjusting the tune once it is road worthy.
The correct turbine housing arrived. I'll be taking it to my buddy at Fox's Machining to modify the marmon style flange so it will mate up to a standard 3.5" v-band clamp. My initial thought is the surface of the flange just needs machined flat plus a bit more and it will mate.

I ended up keeping the forged 1350 Mark Williams yoke after learning I can just use a 1350/1330 combination U-joint to fit the 1330 style end of the driveshaft. It was either use the combo U-joint or go with a custom driveshaft and switch to a 1350 pinion flange.

Marmon flange on the Borg Warner turbo. It's already as thick as an entire standard v-band clamp.

Not very interesting just seeing a trans together. Not bolted to the bell.

MW yoke with combo U-joint. The rear flange had a lot of surface rust so I cleaned it up and painted it. Also installed a new 1330 U-joint while I was at it.
The combo U-joint is greasable, so I'll need to remember to grease it. The rear is a sealed non-greasable.

Spicer 1350, Neapco 1350/1330 combo, and Spicer 1330 U-joints.

**sutyak** · 07-08-2016, 09:01 AM

I took the turbine housing from the Borg Warner to my buddy at Fox's Machining, and he did a perfect job of machining the face of the flange to match a 3.5" v-band flange. This will be far more convenient. The actual inner diameter of the opening is only about 3", so there is a 1/4" ring of unused space. I considered opening it up a bit, but on the discharge side I really see no benefit.

Before/After

The BW doesn't fit exactly like the Precision did, but it's very close. I ordered a slimmer fan from a Volvo (more info later) so I can move the turbo 1/2" or so closer to the radiator for clearance. I'll have to modify the inlet pipe, downpipe, and likely make a new bracket or modify the existing.

While I have the interior out I've started the chassis strengthening modifications. I hope to finish up the subframe connectors today and get the torque box reinforcement plates in this weekend. More subframe pics after I clean everything up and paint them.

**yeahloh95** · 07-08-2016, 10:51 AM

everything is looking really good I cant wait to see it at keystone

**PaxtonShelby** · 07-08-2016, 12:32 PM

Awesome work there. Can't wait to see it done.

**Cam99** · 07-08-2016, 08:37 PM

ditto!

**sutyak** · 07-08-2016, 08:42 PM

Thanks guys. Definitely slow going. I keep finding more to do with it.

nganga · 07-09-2016, 12:53 AM

very nice post.. you make that mustang very amazing buddy

**sutyak** · 07-12-2016, 09:08 AM

Finished up the full length subframe connectors and got those painted. I also painted the tubular front bumper support. It wasn't until I started taking apart the intercooler piping that I realized the car had absolutely no crash or bumper support whatsoever. I know this one isn't a crash bar, but hopefully it would save my intercooler from someone backing into me in a parking lot. I guess it also keeps the bumper from buckling at high speeds.
I'm slowly painting the roll bar dark shadow grey. The guy at Advance Auto asked me what I was painting and I told him a roll bar to match my car. His first thought was "oh, for a demo derby car?". Welcome to West Virginia.

As for gears, I'm still debating between 3.90 and 4.10. I should probably wait until I get some track and dyno time before I change the rear gear, but that doesn't mean I'll be practical and wait.
While I have the car torn apart this far I'm going to go ahead and install the stronger valve springs and 2001 Cobra intake cams. I will probably not degree them at this time. I mainly want to ensure the valvetrain will handle regular trips to 7K RPM in boost. I ordered a valve spring compressor from Euroexport that looks slick.

Painted support hanging on wall:

Gear comparisons at 1:1 in 4th gear. 134mph is the target for my roll bar. 140mph is for that "last pass of the day might as well get a 9 sec timeslip".

The problem at the moment is I don't know exactly where the peak HP will be of the new turbo. If my compressor map is correct, it will still be flowing fine at 7K, but that also depends on the turbine housing.