“Well guys, I had this amazing piece of literature typed up about my journey up and down the east coast which led to my turbo shatting itself. Unfortunately the photo uploader didn’t, and when I went to the basic uploader I lost all the amazing text, so now you’ll get the abridged version.
The turbo shat itself, but still ran for around 1000km in it’s death roll. It seems the culprit was again the pissant oil filter supplied by Fraud instead of something decent.
I made it as far as Tunehouse on the way back from Coolangatta, as the noises were becoming very nasty. Jim helped me decide on a combination that would meet my needs. As I didn’t want to mix good parts with bad / tired ones we decided to start at the front and finish at the back. Jim also said he would check the car out thoroughly and he wasn’t kidding. He found a number of issues that needed attention including:
1. Broken engine mount, 2. Broken rubber bushes supporting diff and centre bush, 3. Crimped wiring and hoses from original Nizpro II installation (no names no pack drill)
4. Unsecured ABS wiring at rear near diff, 5. Missing heat shielding around exhaust at rear
I ended up going with: 1. Atomic 698 built to Tunehouse specs, 2. Billlet flexplate and crank girdle, 3. Hybrid turbo, 3. Process West race cooler, plenum and cold air kit
4. Process West surge tank, 5. Tunehouse 4″ exhaust, 6. Nolathane centre and side diff bushes, new heat shielding etc
The service experience from Jim and the team at Tunehouse was excellent. They have certainly raised the bar and are setting a new standard in customer support. Not only did I get and comprehensive photo porfolio on CD of the buildup, but I also recieved a folder with an abundance of technical information, specifications and run-in procedures, and a certificate of authenticity for the engine build. The boys took the time to explain everything that went on, using the photos to highlight key aspects of the build, and show some of the issues that needed to be dealt with. This gave me alot of confidence that they were doing the job right, and took pride in what was being created. Jim then took me out for a coffee, as the Sydney traffic was a bit too feral for me to head south yet, and explained his phylosophy of providing the best possible service experience and workmanship: do it once – do it right. This is what I tell my kids, so it really struck a chord with me.
The drive home from Sydney was both amazing and frustrating. The car felt so different, so tightly connected and smooth. It never ran this well even when it was new!! The frustration came from having to keep the right foot under control, to load it up but not let the revs get above 4500rpm. Even so, she is a frisky one. Boost has been contained significantly, ranging from a baby 4lb at 2000rpm increasing linearly to around 11lb at 5000rpm. This provides around 337rwkw in what is still a very tight motor, so I think there are bigger and better things coming for this girl when she is run in.
In the mean time, I’ll say many thanks to Jim, Tony, Tim and the team at Tunehouse. Now I know why they get so many props from other forum members. “
Max
Great article but it didn’t have evrtehying-I didn’t find the kitchen sink!
“Well guys, I had this amazing piece of literature typed up about my journey up and down the east coast which led to my turbo shatting itself. Unfortunately the photo uploader didn’t, and when I went to the basic uploader I lost all the amazing text, so now you’ll get the abridged version.
The turbo shat itself, but still ran for around 1000km in it’s death roll. It seems the culprit was again the pissant oil filter supplied by Fraud instead of something decent.
I made it as far as Tunehouse on the way back from Coolangatta, as the noises were becoming very nasty. Jim helped me decide on a combination that would meet my needs. As I didn’t want to mix good parts with bad / tired ones we decided to start at the front and finish at the back. Jim also said he would check the car out thoroughly and he wasn’t kidding. He found a number of issues that needed attention including:
1. Broken engine mount, 2. Broken rubber bushes supporting diff and centre bush, 3. Crimped wiring and hoses from original Nizpro II installation (no names no pack drill)
4. Unsecured ABS wiring at rear near diff, 5. Missing heat shielding around exhaust at rear
I ended up going with: 1. Atomic 698 built to Tunehouse specs, 2. Billlet flexplate and crank girdle, 3. Hybrid turbo, 3. Process West race cooler, plenum and cold air kit
4. Process West surge tank, 5. Tunehouse 4″ exhaust, 6. Nolathane centre and side diff bushes, new heat shielding etc
The service experience from Jim and the team at Tunehouse was excellent. They have certainly raised the bar and are setting a new standard in customer support. Not only did I get and comprehensive photo porfolio on CD of the buildup, but I also recieved a folder with an abundance of technical information, specifications and run-in procedures, and a certificate of authenticity for the engine build. The boys took the time to explain everything that went on, using the photos to highlight key aspects of the build, and show some of the issues that needed to be dealt with. This gave me alot of confidence that they were doing the job right, and took pride in what was being created. Jim then took me out for a coffee, as the Sydney traffic was a bit too feral for me to head south yet, and explained his phylosophy of providing the best possible service experience and workmanship: do it once – do it right. This is what I tell my kids, so it really struck a chord with me.
The drive home from Sydney was both amazing and frustrating. The car felt so different, so tightly connected and smooth. It never ran this well even when it was new!! The frustration came from having to keep the right foot under control, to load it up but not let the revs get above 4500rpm. Even so, she is a frisky one. Boost has been contained significantly, ranging from a baby 4lb at 2000rpm increasing linearly to around 11lb at 5000rpm. This provides around 337rwkw in what is still a very tight motor, so I think there are bigger and better things coming for this girl when she is run in.
In the mean time, I’ll say many thanks to Jim, Tony, Tim and the team at Tunehouse. Now I know why they get so many props from other forum members. “
Max
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“Well guys, I had this amazing piece of literature typed up about my journey up and down the east coast which led to my turbo shatting itself. Unfortunately the photo uploader didn’t, and when I went to the basic uploader I lost all the amazing text, so now you’ll get the abridged version.
The turbo shat itself, but still ran for around 1000km in it’s death roll. It seems the culprit was again the pissant oil filter supplied by Fraud instead of something decent.
I made it as far as Tunehouse on the way back from Coolangatta, as the noises were becoming very nasty. Jim helped me decide on a combination that would meet my needs. As I didn’t want to mix good parts with bad / tired ones we decided to start at the front and finish at the back. Jim also said he would check the car out thoroughly and he wasn’t kidding. He found a number of issues that needed attention including:
1. Broken engine mount, 2. Broken rubber bushes supporting diff and centre bush, 3. Crimped wiring and hoses from original Nizpro II installation (no names no pack drill)
4. Unsecured ABS wiring at rear near diff, 5. Missing heat shielding around exhaust at rear
I ended up going with: 1. Atomic 698 built to Tunehouse specs, 2. Billlet flexplate and crank girdle, 3. Hybrid turbo, 3. Process West race cooler, plenum and cold air kit
4. Process West surge tank, 5. Tunehouse 4″ exhaust, 6. Nolathane centre and side diff bushes, new heat shielding etc
The service experience from Jim and the team at Tunehouse was excellent. They have certainly raised the bar and are setting a new standard in customer support. Not only did I get and comprehensive photo porfolio on CD of the buildup, but I also recieved a folder with an abundance of technical information, specifications and run-in procedures, and a certificate of authenticity for the engine build. The boys took the time to explain everything that went on, using the photos to highlight key aspects of the build, and show some of the issues that needed to be dealt with. This gave me alot of confidence that they were doing the job right, and took pride in what was being created. Jim then took me out for a coffee, as the Sydney traffic was a bit too feral for me to head south yet, and explained his phylosophy of providing the best possible service experience and workmanship: do it once – do it right. This is what I tell my kids, so it really struck a chord with me.
The drive home from Sydney was both amazing and frustrating. The car felt so different, so tightly connected and smooth. It never ran this well even when it was new!! The frustration came from having to keep the right foot under control, to load it up but not let the revs get above 4500rpm. Even so, she is a frisky one. Boost has been contained significantly, ranging from a baby 4lb at 2000rpm increasing linearly to around 11lb at 5000rpm. This provides around 337rwkw in what is still a very tight motor, so I think there are bigger and better things coming for this girl when she is run in.
In the mean time, I’ll say many thanks to Jim, Tony, Tim and the team at Tunehouse. Now I know why they get so many props from other forum members. “
Max
Your answer lifts the itnlelignece of the debate.
“Well guys, I had this amazing piece of literature typed up about my journey up and down the east coast which led to my turbo shatting itself. Unfortunately the photo uploader didn’t, and when I went to the basic uploader I lost all the amazing text, so now you’ll get the abridged version.
The turbo shat itself, but still ran for around 1000km in it’s death roll. It seems the culprit was again the pissant oil filter supplied by Fraud instead of something decent.
I made it as far as Tunehouse on the way back from Coolangatta, as the noises were becoming very nasty. Jim helped me decide on a combination that would meet my needs. As I didn’t want to mix good parts with bad / tired ones we decided to start at the front and finish at the back. Jim also said he would check the car out thoroughly and he wasn’t kidding. He found a number of issues that needed attention including:
1. Broken engine mount, 2. Broken rubber bushes supporting diff and centre bush, 3. Crimped wiring and hoses from original Nizpro II installation (no names no pack drill)
4. Unsecured ABS wiring at rear near diff, 5. Missing heat shielding around exhaust at rear
I ended up going with: 1. Atomic 698 built to Tunehouse specs, 2. Billlet flexplate and crank girdle, 3. Hybrid turbo, 3. Process West race cooler, plenum and cold air kit
4. Process West surge tank, 5. Tunehouse 4″ exhaust, 6. Nolathane centre and side diff bushes, new heat shielding etc
The service experience from Jim and the team at Tunehouse was excellent. They have certainly raised the bar and are setting a new standard in customer support. Not only did I get and comprehensive photo porfolio on CD of the buildup, but I also recieved a folder with an abundance of technical information, specifications and run-in procedures, and a certificate of authenticity for the engine build. The boys took the time to explain everything that went on, using the photos to highlight key aspects of the build, and show some of the issues that needed to be dealt with. This gave me alot of confidence that they were doing the job right, and took pride in what was being created. Jim then took me out for a coffee, as the Sydney traffic was a bit too feral for me to head south yet, and explained his phylosophy of providing the best possible service experience and workmanship: do it once – do it right. This is what I tell my kids, so it really struck a chord with me.
The drive home from Sydney was both amazing and frustrating. The car felt so different, so tightly connected and smooth. It never ran this well even when it was new!! The frustration came from having to keep the right foot under control, to load it up but not let the revs get above 4500rpm. Even so, she is a frisky one. Boost has been contained significantly, ranging from a baby 4lb at 2000rpm increasing linearly to around 11lb at 5000rpm. This provides around 337rwkw in what is still a very tight motor, so I think there are bigger and better things coming for this girl when she is run in.
In the mean time, I’ll say many thanks to Jim, Tony, Tim and the team at Tunehouse. Now I know why they get so many props from other forum members. “
Max