This my 2013 Genesis Coupe 3.8 Track 8AT I've had it now for nearly 3 years.
- Turbokit w/ 6266 JB Precision Turbo
- Turboxs RSD catback
- 6 port devils own meth kit
- TK headers
- Dual turbosmart wastegates
- Dustin Davis's Engine leash
- Koyo Radiator
- Derale 18 - row transmission cooler
- Mishimoto oil cooler
- mishimoto baffled oil catch can
- mishimoto rad hoses
- fuse box/ lightweight battery relocation kit by BTR
- Snoopy's Slim fan shrouds
- Ported & Polished TB and IM
- Stance Supersport coils
- Enthuspec Endlinks
- Stock Sway bars (going to Whiteline in the front and Eibach in the rear)
- Soon be corner balanced
- Motul R600 Brake fluid
- StopTech Slotted rotors
- Hawk HPS brake pads
- Enthuspec SS Brake lines
- Custom Brake ducts
- Enkeis RS05RR 9.5/10.5 x 18
- Continental DW 255/40 285/40
- Painted Gemeni Hood
- CF fog bezel
- M&S style lip
- APR Splitter
- Dual low beam projectors
-Quik Latch Hood pins
- Level 10 Valvebody and Torque Converter
- JRC Diff cover (sitting in garage)
- ATQ diff mount (waiting to be shipped)
- PBM Solid subframe bushing (sitting in garage)
- Stock with the exception of some gauges
Ever since I bought I've been tinkering with it. Since this was my first car I've ever modified I've hit alot of road blocks and obstacles but I always kept pushing forward. About a year and a half ago I bought the turbokit from Turbokitts.com, TK headers, redo the up pipe, custom fab a Turboxs RSD catback from the 2.0T, 6 - port Methanol/water injection and more. Between school and work it has become every more difficult to maintain the car to be able to take it the track (time and money being a factor). The turbokit itself was not the issue, it's an amazing piece and I am very pleased with the outcome and the customer service was incredible! Made 420WHP/400WTQ at a measly 7psi on a 90degree day! Thanks Jesse! Just have different plans for the car to be a bit more hassle - free to be able to beat on it and still drive it home without have to worry how I am going to go to work/school. As I love this platform I decided to not sell the car and just sell the turbokit. So this well be a documented journey back to NA from FI.
So my first plan of attack:
A good friend of mine and a mechanic will help me undo the turbokit and weld the oil drain spot in the upper oil pan. Also since I'll be selling the headers along with the kit and exhaust as well; I ordered CP-E longtube headers with Catted X-pipe and CNT catback. Also with the turbokit having removed my wiper fluid container, I will be doing a custom 3.5" intake into the foglight area near where my oil cooler sits. This will also be followed Unorthodox Racing lightweight pulleys.
Reasons for choosing these parts:
CPE headers in my opinion are the only headers made for these cars for NA application that have any sort of science behind them. Other companies use 2" primaries and short distance before the collectors. Even the collectors don't have a good design (most do not have a collector spike that smoothes the air going in to the exhaust). This causes the velocity of exhaust to decrease which on NA application is most critical when searching for max VE. Thats why most say "headers dont add power". You cant just slap on some tubes to the end of the exhaust port think it's going to gain power. End Rant/ lol. CPE uses 1.75" inch primaries which a pretty long and have proper collector followed by an X - pipe. Long Tube headers promote scavenging by keeping exhaust pulses separated and moving at high speed for as long as possible. This helps with low and midrange torque. X - pipe is also important in balancing the velocities of both banks since it is a V - configuration engine. I will be posting dyno sheets after parts are installed and tuned for.
CNT exhaust because it is cheap and sounds good. Theres really not much more too it. It's 2.5 inch which is still too big for these cars (NA) probably.
Custom 3.5" intake in foglight area - Short ram intake literally sit in a hot ass engine bay, sure with the hood open on the dyno you can see some gains but close the hood and a couple pulls and you will see it is worse than stock. I will be wrapping my intake DEI reflective heat wrap and providing fresh air from the opened foglight area. I chose a slightly bigger size than the TB (3.25") because future mods will most likely warrant more air flow.
Unorthodox Racing Pulleys - these provide the most weight savings and are backed by reputable company, and if Travis runs them then so do I lol
Hopefully by the end of the year the Lap3 tuning module will be out and I can tune for this setup and provide some numbers and proof for my claims.
So now we move into uncharted territory, I will be purchasing Bisimoto Stage 2 camshafts with their springs and retainer kit. Bisi claims an additional 15% of power with supporting mods of course. Now based on these numbers if I can extract 300whp from my initial setup then I could easily be bumped a whopping 45 whp leaving me at powerful 345whp. Now clearing from past attempts and other V6 platforms not gaining these numbers with just cams I will try to do the best I can for max volumetric efficiency at stock displacement. Before getting the cams I will going to a local fabricator and see if he can help me create a new custom intake manifold, preferably dual plane with 2 2.0T throttle bodies. After this I will be doing cams and doing some extensive porting and polishing of the heads (valve bowls, 3 – angle valve job, gasket matching everything, opening up a little the exhaust ports). Now with all this in place my hope is to reach 350-360whp, being conservative I would say 340whp.
Again these numbers are all hypothetical and will be proven probably somewhere in the early spring.
All in all, whatever numbers I get from these mods it will definitely increase the powerband all around to make for a very safe, reliable, and powerful car to track and daily drive, which really what else can you ask for. My goal is not to have the highest HP, or the fastest. There will always be someone faster someone with more money etc.. lol I wanted to build the motor for a mild NA setup because ultimately I like the beauty of it, sounds, and complexities. While it being a mild build, it would be very reliable and with minimal maintenance required. I would be to beat and abuse it at the track and drive it back home all the time. It would also be nice to show some NA potential of these cars. I think Dustin Davis shares my thoughts a little.
I will be updating this post with pictures and more description of this progress in order to shine a light into the dark and forgotten side of Naturally Aspirated power. Any and all questions are welcomed as I am also learning in this process!