Recently a client came down with his 1932 Ford Coupe. He recently had a Chevy 502 installed and needed to have it checked out and tuned.

The big block fits in nicely. Even if it is a Chevy.

The ’32 on the dyno.

Jason and Ken working on the ’32.

This is a multi-award winning car.  Here is another shot of Whiplash.

Come down and check it out in our lobby. We don’t know how long it will be staying.

Two of the Lamborghini’s there were a Murcielago Roadster and a Countach.

This red F430 was one of the Ferrari’s there. The other Ferrari’s included a 348 and a V12 powered 456.  In the background, you can see a Lotus Elise and an Aston Martin Vantage.

There were also several Porsche’s from older 911′s to newer 911 GT2′s. One of our client’s and his white 911 GT2 were at the meet.

Jason Oefelein talked to our client and his friend, who also owns a GT2.

Jaguar’s were well represented by this E-Type.  A Ford GT sat next to this British sports car.

Jason talked to several people about the Nissan GT-R and what we have been doing with them.

This was another good Cars and Coffee meet with a diverse group of cars and owners. We plan to make it to as many of these gatherings as we can throughout the summer.

This one off hood scoop gives this Shebly GT500 a very unique look.

It will probably be the only one you see. This car should be back in July for our second annual Summer Cruise-In.  More details soon.  Hope you enjoyed the update, check back here for more on our different projects.

Above: The GT500 parked out front with a few other cars.

Russ Weimer removes the carbs to rejet them.

He rejetted the primaries and secondaries.

After the carbs were back on, Russ checked the air/fuel ratio and adjusted the timing.

Here is a bonus shot of the interior.

The previous engine management system did not provide the control and ultimately the drivability we wanted.  A new solution was devised, which included a MoTeC M800.  The M800 would provide the control of the engine that was required to further improve drivability and performance.

The M800 standalone ECU offers the control that John requires to properly tune this Mustang.  A set of Bosch sensors were added to monitor the engine.  This engine features variable cam timing, which the other tuning solution was unable to control.

John pulling some logs during testing.

After the tune, this setup produces 530whp and 460 ft-lbs of torque.

After this Mustang, John is working on a MoTeC solution for a supercharged G37s. Check back for more on this MoTeC controlled G37s.

We suggested that the client try an alternative form of engine management solution.  Because of PSI’s close association with John Reed Racing, a MoTeC solution was at the top of the list on possible solutions.  The client went for it and ordered a MoTeC M800. 

A MoTeC M800 was never used for this application before.  Like many of our other projects, we try to push the limits and do things others have not.  John Reed worked closely with MoTeC to figure out how to control every aspect of the engine. 

While John was working on the tuning side of this project, Alex Laventure began to design some mounting solutions for the MoTeC M800 and various sensors that needed to be installed.  The M800 allows the use of several other sensors to closely monitor the engine. 

Check back for more updates with this MoTeC build and also a G37s build.

Above is a shot of the underside of the car. 

Alex Laventure needed to fabricate the exhaust system so that it weaves around the suspension setup and other components. 

The exhaust bolts up to the custom made headers Alex fabricated previously. 

The exhaust runs toward the rear and goes up and over the rear torque suspension setup.

The exhaust ends with a Magnaflow muffler. 

The Frankenstang project is progressing well.  The transmission was also installed.  The car should be ready to start up soon.  Check back for updates.

This is the K&N air filter sitting on top of the mild steel lip Alex made.  He first bent up the 90 degree angle for the lip and then shaped it into a circle that snuggly fits the air filer.  The air filter holder would then be welded to the metal scoop base that he made earlier. 

 The ring fits snuggly against the filter to keep out foreign material.   

Here is a photo of Alex welding the air filter holder onto the scoop base.  With the base and filter holder firmly attached, it was time to install it on the carb.

Here is the finished project.  The filter sits perfectly in the shaker hood scoop.  The Frankenstang Project is progressing very well.  Check back for more updates.

They started designing the mounts by first putting the engine and trans in the car and using braces to hold it in place.  The transmission mount was fabricated first.  This mount would be easier because it only required one location to mount.  The transmission is bolted to the engine on one end.  The transmission was positioned in place and a piece of metal was welded between the parts of the frame that were added for channeling the car.  A rubber mount was used to prevent some vibrations transferring from the engine to the car. 

After this mount was fabricated and mounted, Alex began work on the engine mounts.  Alex fabricated a plate to bolt to the stock mounting locations on the engine.  Building off this plate, he fabricated a boxed in section that connect to the section mounted on the frame. 

Here are the pieces that make up one mount. 

Here is one mount assembled. 

Here is a photo of both the assembled mount and an unassembled one.

Here is a photo of one of the engine mounts.  This photo is taken from the level of the frame.  On the left is the tranmission bellhousing and on the right of the photo is the frame. 

Here is a photo of the engine mount from above.  We will have better photos of the engine mounts installed in the car without the engine when the engine is removed for painting. 

Continue to follow the blog for the progress of our custom Continental.