Buschur Racing's Project 1g, complete!
Sep 24, 2013 | 08:37 AM
#1
Buschur Racing's Project 1g, complete!
The car is finally done and has made a few passes. For the 20th Annual DSM/EVO Shootout I wanted to build a 1g to kind of commemorate our long history of building DSM's and just to own another nice DSM. I bought a car that was suppose to be super clean, built etc. and ended up with a basket case of poorly put together scrap. The car however was clean as far as rust goes and that was my main concern. After watching so many fast auto DSM's at the Shootout the last few years we decided to built an auto this time. The goal was to have this car done by the August 2012 Shootout. Well we didn't make that date. The car was taken apart here, many of the mounts, tabs, un-needed bits were removed here and it was then sent to Reese Chassis. Gary Reese has built all of our cars over the years and he did a great job on this one as he has the rest. He built the custom cage, parachute mount, mirror delete plates, rear sub frame to hold the 3000GT rear end in and all the interior panels for the car. The job however took much longer than expected and by the time we got the car to Elvin Rivera for paint there was no way he could perform the art work he wanted to in the time he had left. At that point it was decided to just take it slow and have it done for the 21st Annual Shootout this year.
Time always passes by faster than you want it to and before we knew it we had about 4 weeks to re-assemble the car, wire it and have it ready to go for the race. Dan Buschur, my brother, installed the engine/trans we had done, Dave Davis here at the shop installed all the suspension and rear end components. I took care of the interior panels, shifter, dash, gauge mounting, fuel cell assembly, fuel lines etc. We fired the car for the first time and had nothing but problems. After burning up three AEM circuit boards and spending a week chasing problems and getting major help from Devin at AEM the problem was traced to an internally shorted MAP sensor! This cost us a full week of finishing up the car and getting to test anything.
Once the car was running it seemed as though it kept developing an air pocket in the cooling system. The engine was going through water like crazy but there were no leaks, no smoke, it was very odd. Out of time we decided to load the car on the dyno, make a quick tune and hope to get a pass or two in at the Shootout or at the very least have it running to load and unload from the trailer for people to see.
The first pass with the car we knew something was up with the cooling system but decided to make an attempt anyway. Kevin Lawson will be driving this car as I take on driving the Bad Bish and our GTR. The car was kind of built for him to be dead honest so we can do some traveling and racing again.
With us running short on time we had no vacuum pump for the brakes so we knew the car would have a hard time holding itself on the line. We also had the boost low at under 30 psi, nitrous was jetted at 50 hp just to get a converter we built to try to work. A lot going against us. As luck would have it we pulled to the line for a Quick 16 Qualifier against Jeff Bush and knew an *** kicking was coming our way! haha
We were right, the brakes didn't hold the car, it never made it to the low 3500 rpm two step and it pushed through the lights. Kevin said when he shifted to 3rd gear something didn't feel right and rather than hurt the car he lifted. The first pass netted a 1.65 sixty foot time, 6.25 at 118.34 mph in the 1/8th mile and 10.10 at 109.77 in the 1/4 mile. Not bad. Once back to the pits we found the car was completely out of coolant. That was it for the day. Monday after the Shootout my good friend Doug Derby was still here at the shop, in from Vegas, and wanted to find out what happened. He volunteered to pull the head. Everything looked good, we pressure checked the head and found #3 exhaust port had a hole in it right under the valve. Of the 600+ cylinder heads that Ted Harrison has ported here at our shop this was the first that had been ported through. At least the issue was found.
We just got the car back together a few days ago and headed to the track this last Friday night. The car now runs and starts so much better without consuming so much water! First pass after putting the car together we blew an intercooler pipe off, my fault, I missed the loose clamp after putting the car together and someone else taking it apart. Still the car ran a 1.44 sixty foot and that looked promising. This is leaving the line at only 3500 rpm, which BTW is making a really nice 9-10 psi of boost. Brakes held perfectly. The next run we had a nitrous back fire on the starting line which resulted in blowing a huge hole in a intercooler coupling, ballooning the intercooler end tank, smashing the fins flat inside the intercooler and bending the throttle plate. We are going to switch to a dry kit as I have a ton of extra fuel we will never need.
Here are the specs on the car and with those specs some thanks to some people who helped out along the way:
Reese Chassis. Top notch fabrication of the roll cage, parachute mount, rear subframe, removal of old trunk hump, interior door and rear panels, dzus's on the rear hatch and hood and mirror delete plates. Gary Reese has been a friend and partner with us for 15+ years.
Elvin Rivera. This car has some of the best paint and body work I have ever seen in my life. He took a beat 100,000+ mile DSM and turned it into a complete work of art. The bottom side, fender wells and interior are painted to the same perfection as the actual body. He is responsible for turning this car into a work of art in the paint department.
Dan Buschur. Dan is of course my brother and owns the service side of our shop. He put the engine/trans in, figured out many of the problems associated with the install we ran into and wired the car. This shut his side of the shop down for over a week and I'm grateful to him for his hard work.
Ted Harrison. Ted has been a lifelong friend of mine who has also worked for me now for over 11 years. He is responsible for all the welding on this car and all the welding done here at the shop. Proof of his ability was our nitrous back fire this last Friday where we blew a huge hole through an intercooler coupling from the pressure, bent the throttle plate and ballooned the intercooler end tanks over 5/8" OUT and the intercooler still didn't have a single leak or crack!
Dave Davis. Another long time friend of mine who helps out here at the shop, he assembled all the suspension components on the car and installed anything else needed as the project progressed.
Nick Ryan. Nick is my brother-in-law along with the shop manager. He's also been here about 10 years now and he is an *** busting employee everyday he comes to work. Without him here handling the ordering, shipping, sales and phones this build wouldn't be possible. He allows the rest of us to work on these projects while he handles just about every other thing that comes in here.
Now for the specs on the build:
Buschur Racing 2 liter, high compression, aluminum rods. Hard blocked and o-ringed deck.
Buschur Racing Stage 3, 2G cylinder head. Head contains our standard Stage 3 build components, Supertech Valve train, SS intake and inconel exhaust valves all be opened up with our BF272 custom cams.
Buschur Racing 1g Race FMIC kit
Buschur Racing upper and lower i/c pipes
Buschur Racing Vband T3 turbo header kit.
Buschur Racing 3" SS exhaust with muffler, of course.
Buschur Racing/Fluidyne 1/2 width radiator
Buschur Racing shifter mount with B&M Shifter
Forced Performance HTA86 turbo. FP has been supplying us with *** kicking turbos for a long time!
Buschur Racing 2g auto trans
Buschur Racing 2g converter
Buschur Racing catch can
Buschur Racing mini battery kit
Buschur Racing alternator relocation kit
Buschur Racing coil on plug ignition with MSD DIS4 HO
Buschur Racing EVO8, 65mm throttle body
JM Fabrications intake manifold
WP3 electric water pump with -10 lines
Tial 44 mm wastegate and .82 v-band turbine housing
Kiggly Racing 2g adapter plate, flex plate and misc internal trans components. Kevin has also been very helpful in getting us up to speed on the auto!
3000GT rear end
Driveshaft Shop aluminum driveshaft and axles, all custom for this 3000GT rear end.
Jeff Bush transfer case brace and also a lot of thanks to Jeff for leading us down the parts path with the 3000GT rear end
English Racing 300m transfer case
B&M trans cooler
AEM EMS
Fuel Injector Clinic 2000 cc injectors
Fuel Injector Clinic Fuel rail
JM Fabrications fuel cell. This was then modified here for twin Walbro 255's pumps internally and a single -8 feed and single -6 return fuel line.
Nytrex wet nitrous kit
Weldon fuel pressure regulator
Kirky Racing seat
G-Force 5 point harness
Simpson window net
Stroud parachute
STM/Wilwood front brakes
Jonathan Isak/Wilwood rear brakes and upper/lower rear control arms
ROTA 17x9 wheels
M&H 26x8.5x17" slicksVW vacuum booster
Autometer coolant, oil pressure and tach
In my opinion this is one of the nicest cars we've ever built. The goals for it are very simple and modest. After attending a race in North Carolina with Kevin and Dean Lawson and Jarrod Barnett I was reminded of what a great time we use to have traveling all over the country racing. That's when this build was decided on and it's just to bring some good friends and good times back. We only want to run 8.90's with the car. The car is modest to be honest. Nothing was cut up on it, the door beams were removed by Elvin but the factory glass and manual windows are all still in the car, none of the door was cut or body etc. The rear hatch is fiberglass/lexan and the hood is also fiberglass. Weight with driver is 2597 pounds. We went with a small turbo on the build as I think most builds are way over turbo charged for what they end up running and this should make plenty of power for our modest goals.
I'll update as we keep going faster. Thanks for reading.
Time always passes by faster than you want it to and before we knew it we had about 4 weeks to re-assemble the car, wire it and have it ready to go for the race. Dan Buschur, my brother, installed the engine/trans we had done, Dave Davis here at the shop installed all the suspension and rear end components. I took care of the interior panels, shifter, dash, gauge mounting, fuel cell assembly, fuel lines etc. We fired the car for the first time and had nothing but problems. After burning up three AEM circuit boards and spending a week chasing problems and getting major help from Devin at AEM the problem was traced to an internally shorted MAP sensor! This cost us a full week of finishing up the car and getting to test anything.
Once the car was running it seemed as though it kept developing an air pocket in the cooling system. The engine was going through water like crazy but there were no leaks, no smoke, it was very odd. Out of time we decided to load the car on the dyno, make a quick tune and hope to get a pass or two in at the Shootout or at the very least have it running to load and unload from the trailer for people to see.
The first pass with the car we knew something was up with the cooling system but decided to make an attempt anyway. Kevin Lawson will be driving this car as I take on driving the Bad Bish and our GTR. The car was kind of built for him to be dead honest so we can do some traveling and racing again.
With us running short on time we had no vacuum pump for the brakes so we knew the car would have a hard time holding itself on the line. We also had the boost low at under 30 psi, nitrous was jetted at 50 hp just to get a converter we built to try to work. A lot going against us. As luck would have it we pulled to the line for a Quick 16 Qualifier against Jeff Bush and knew an *** kicking was coming our way! haha
We were right, the brakes didn't hold the car, it never made it to the low 3500 rpm two step and it pushed through the lights. Kevin said when he shifted to 3rd gear something didn't feel right and rather than hurt the car he lifted. The first pass netted a 1.65 sixty foot time, 6.25 at 118.34 mph in the 1/8th mile and 10.10 at 109.77 in the 1/4 mile. Not bad. Once back to the pits we found the car was completely out of coolant. That was it for the day. Monday after the Shootout my good friend Doug Derby was still here at the shop, in from Vegas, and wanted to find out what happened. He volunteered to pull the head. Everything looked good, we pressure checked the head and found #3 exhaust port had a hole in it right under the valve. Of the 600+ cylinder heads that Ted Harrison has ported here at our shop this was the first that had been ported through. At least the issue was found.
We just got the car back together a few days ago and headed to the track this last Friday night. The car now runs and starts so much better without consuming so much water! First pass after putting the car together we blew an intercooler pipe off, my fault, I missed the loose clamp after putting the car together and someone else taking it apart. Still the car ran a 1.44 sixty foot and that looked promising. This is leaving the line at only 3500 rpm, which BTW is making a really nice 9-10 psi of boost. Brakes held perfectly. The next run we had a nitrous back fire on the starting line which resulted in blowing a huge hole in a intercooler coupling, ballooning the intercooler end tank, smashing the fins flat inside the intercooler and bending the throttle plate. We are going to switch to a dry kit as I have a ton of extra fuel we will never need.
Here are the specs on the car and with those specs some thanks to some people who helped out along the way:
Reese Chassis. Top notch fabrication of the roll cage, parachute mount, rear subframe, removal of old trunk hump, interior door and rear panels, dzus's on the rear hatch and hood and mirror delete plates. Gary Reese has been a friend and partner with us for 15+ years.
Elvin Rivera. This car has some of the best paint and body work I have ever seen in my life. He took a beat 100,000+ mile DSM and turned it into a complete work of art. The bottom side, fender wells and interior are painted to the same perfection as the actual body. He is responsible for turning this car into a work of art in the paint department.
Dan Buschur. Dan is of course my brother and owns the service side of our shop. He put the engine/trans in, figured out many of the problems associated with the install we ran into and wired the car. This shut his side of the shop down for over a week and I'm grateful to him for his hard work.
Ted Harrison. Ted has been a lifelong friend of mine who has also worked for me now for over 11 years. He is responsible for all the welding on this car and all the welding done here at the shop. Proof of his ability was our nitrous back fire this last Friday where we blew a huge hole through an intercooler coupling from the pressure, bent the throttle plate and ballooned the intercooler end tanks over 5/8" OUT and the intercooler still didn't have a single leak or crack!
Dave Davis. Another long time friend of mine who helps out here at the shop, he assembled all the suspension components on the car and installed anything else needed as the project progressed.
Nick Ryan. Nick is my brother-in-law along with the shop manager. He's also been here about 10 years now and he is an *** busting employee everyday he comes to work. Without him here handling the ordering, shipping, sales and phones this build wouldn't be possible. He allows the rest of us to work on these projects while he handles just about every other thing that comes in here.
Now for the specs on the build:
Buschur Racing 2 liter, high compression, aluminum rods. Hard blocked and o-ringed deck.
Buschur Racing Stage 3, 2G cylinder head. Head contains our standard Stage 3 build components, Supertech Valve train, SS intake and inconel exhaust valves all be opened up with our BF272 custom cams.
Buschur Racing 1g Race FMIC kit
Buschur Racing upper and lower i/c pipes
Buschur Racing Vband T3 turbo header kit.
Buschur Racing 3" SS exhaust with muffler, of course.
Buschur Racing/Fluidyne 1/2 width radiator
Buschur Racing shifter mount with B&M Shifter
Forced Performance HTA86 turbo. FP has been supplying us with *** kicking turbos for a long time!
Buschur Racing 2g auto trans
Buschur Racing 2g converter
Buschur Racing catch can
Buschur Racing mini battery kit
Buschur Racing alternator relocation kit
Buschur Racing coil on plug ignition with MSD DIS4 HO
Buschur Racing EVO8, 65mm throttle body
JM Fabrications intake manifold
WP3 electric water pump with -10 lines
Tial 44 mm wastegate and .82 v-band turbine housing
Kiggly Racing 2g adapter plate, flex plate and misc internal trans components. Kevin has also been very helpful in getting us up to speed on the auto!
3000GT rear end
Driveshaft Shop aluminum driveshaft and axles, all custom for this 3000GT rear end.
Jeff Bush transfer case brace and also a lot of thanks to Jeff for leading us down the parts path with the 3000GT rear end
English Racing 300m transfer case
B&M trans cooler
AEM EMS
Fuel Injector Clinic 2000 cc injectors
Fuel Injector Clinic Fuel rail
JM Fabrications fuel cell. This was then modified here for twin Walbro 255's pumps internally and a single -8 feed and single -6 return fuel line.
Nytrex wet nitrous kit
Weldon fuel pressure regulator
Kirky Racing seat
G-Force 5 point harness
Simpson window net
Stroud parachute
STM/Wilwood front brakes
Jonathan Isak/Wilwood rear brakes and upper/lower rear control arms
ROTA 17x9 wheels
M&H 26x8.5x17" slicksVW vacuum booster
Autometer coolant, oil pressure and tach
In my opinion this is one of the nicest cars we've ever built. The goals for it are very simple and modest. After attending a race in North Carolina with Kevin and Dean Lawson and Jarrod Barnett I was reminded of what a great time we use to have traveling all over the country racing. That's when this build was decided on and it's just to bring some good friends and good times back. We only want to run 8.90's with the car. The car is modest to be honest. Nothing was cut up on it, the door beams were removed by Elvin but the factory glass and manual windows are all still in the car, none of the door was cut or body etc. The rear hatch is fiberglass/lexan and the hood is also fiberglass. Weight with driver is 2597 pounds. We went with a small turbo on the build as I think most builds are way over turbo charged for what they end up running and this should make plenty of power for our modest goals.
I'll update as we keep going faster. Thanks for reading.
Last edited by David Buschur; Sep 24, 2013 at 08:46 AM.
Sep 27, 2013 | 10:39 PM
#5
Very nice! This car is gorgeous!
I love the old 1Gs they just have a timeless sexy look to them I think. After going to the shootout this year I'm really wanting to get my hands on an old DSM and just go crazy with it. Maybe after I finish my 3G build... Lol
I love the old 1Gs they just have a timeless sexy look to them I think. After going to the shootout this year I'm really wanting to get my hands on an old DSM and just go crazy with it. Maybe after I finish my 3G build... Lol
Sep 30, 2013 | 08:16 AM
#7
We took the car down to the Columbus IFO this weekend and finally got in a full pass, unfortunately we only got in ONE full pass.
We got to the track and as soon as the car was cranked over we heard a noise. I thought it was the engine at first but listening more it seems like something in the trans maybe. We decided to run the car anyway and hope we could get a few runs in.
First pass the car was very lazy to get on boost on the line, we are leaving at only 3500 rpm. I switched the car from the original wet nitrous system to a dry system and we only use it up to 20 psi to get the car to leave the line. I'd estimate the nitrous is off by 40'.
1.52 sixty foot, 6.23 at 115.33 mph and a 9.625 at 145.14 mph. Not too shabby and put us at the #2 Qualifier.
Kevin Lawson is driving the car btw and we rode down together. I checked the logs when Kevin got back to the trailer and found the car was really-really weak! haha The boost peaked at 31 psi on a gear change but was mostly only 29-30 psi. AFR's at their leanest was 11.5 and by the top of 3rd gear were 10.8:1. Timing was backed way off for the dry nitrous on top of the timing map being kept low to begin with. Looking at the log it was easy to see the car should be able to run the 8.90's we had in mind pretty easily. So I pulled some fuel, adjusted the NOS timing map, made some changes down low to get it to come up on the converter quicker and turned up the boost.
Nick Andy, a good friend of mine, noticed rubber under the hood and asked if it was from a tire. Kevin took a look and found the alternator belt had shredded. I had no spare and with the car making a noise anyway we decided to load it up. The guys from Abele Racing came over and asked why we were done and offered us a spare belt. So we quickly got the belt on and untied the car and rushed up for the 1st round of eliminations.
We had to race the guys from TPG in an EVO. The driver of the TPG car staged and got on the 2 step, Kevin was trying to get a little RPM to pull into the Stage beam and I just knew Kevin was going to get smoked on the tree as he wouldn't have enough time for the car to get up on the converter. I was wrong, the changes let the car just get on the two step and Kevin cut a great .201 light to the competitors .656. Kevin was always a master on the tree. The short head start was for nothing though as the coupling at the turbo blew off. I've never had this much trouble with i/c pipes staying on a car. Congrats to the TPG crew on the win.
It may have been for the best as the noise that seems to be coming for the trans was really hammering when we got the car back to the trailer.
All in all a good weekend, the car shows a ton of promise and we'll pull the trans and see what we can find. Right now my guess is the flexplate bolts at the flywheel are loose.
We got to the track and as soon as the car was cranked over we heard a noise. I thought it was the engine at first but listening more it seems like something in the trans maybe. We decided to run the car anyway and hope we could get a few runs in.
First pass the car was very lazy to get on boost on the line, we are leaving at only 3500 rpm. I switched the car from the original wet nitrous system to a dry system and we only use it up to 20 psi to get the car to leave the line. I'd estimate the nitrous is off by 40'.
1.52 sixty foot, 6.23 at 115.33 mph and a 9.625 at 145.14 mph. Not too shabby and put us at the #2 Qualifier.
Kevin Lawson is driving the car btw and we rode down together. I checked the logs when Kevin got back to the trailer and found the car was really-really weak! haha The boost peaked at 31 psi on a gear change but was mostly only 29-30 psi. AFR's at their leanest was 11.5 and by the top of 3rd gear were 10.8:1. Timing was backed way off for the dry nitrous on top of the timing map being kept low to begin with. Looking at the log it was easy to see the car should be able to run the 8.90's we had in mind pretty easily. So I pulled some fuel, adjusted the NOS timing map, made some changes down low to get it to come up on the converter quicker and turned up the boost.
Nick Andy, a good friend of mine, noticed rubber under the hood and asked if it was from a tire. Kevin took a look and found the alternator belt had shredded. I had no spare and with the car making a noise anyway we decided to load it up. The guys from Abele Racing came over and asked why we were done and offered us a spare belt. So we quickly got the belt on and untied the car and rushed up for the 1st round of eliminations.
We had to race the guys from TPG in an EVO. The driver of the TPG car staged and got on the 2 step, Kevin was trying to get a little RPM to pull into the Stage beam and I just knew Kevin was going to get smoked on the tree as he wouldn't have enough time for the car to get up on the converter. I was wrong, the changes let the car just get on the two step and Kevin cut a great .201 light to the competitors .656. Kevin was always a master on the tree. The short head start was for nothing though as the coupling at the turbo blew off. I've never had this much trouble with i/c pipes staying on a car. Congrats to the TPG crew on the win.
It may have been for the best as the noise that seems to be coming for the trans was really hammering when we got the car back to the trailer.
All in all a good weekend, the car shows a ton of promise and we'll pull the trans and see what we can find. Right now my guess is the flexplate bolts at the flywheel are loose.
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Oct 1, 2013 | 09:06 AM
#9
We had to race the guys from TPG in an EVO. The driver of the TPG car staged and got on the 2 step, Kevin was trying to get a little RPM to pull into the Stage beam and I just knew Kevin was going to get smoked on the tree as he wouldn't have enough time for the car to get up on the converter. I was wrong, the changes let the car just get on the two step and Kevin cut a great .201 light to the competitors .656. Kevin was always a master on the tree. The short head start was for nothing though as the coupling at the turbo blew off. I've never had this much trouble with i/c pipes staying on a car. Congrats to the TPG crew on the win.
.
Sorry that you guys had problems with the car, such a nice car and great build. We were also having trans problems and blew the intercooler pipe off on that pass at the end of the track. Nice seeing you guys out there! Are you going to MIR for WCFs?
Oct 1, 2013 | 09:35 AM
#10
We had a noise in the trans, or we think it's coming from the trans but it still seemed to work decent. The intercooler pipe is what messed up the pass, it popped off at maybe 60'.
We aren't planning any other races this year, maybe a test and tune if we get the trans out and find the noise.
We aren't planning any other races this year, maybe a test and tune if we get the trans out and find the noise.
Dec 14, 2013 | 10:24 PM
#15
I'm currently stationed in New Mexico however the car itself resides in Maryland, only a state away. If I can get a deployment or two I'm sure it will make its way over there. The car itself needs a good bit of work though for sure.