G35 Greddy TT Install + Fully built Short Block + Kinetix Plenum
#16
07-05-2007, 12:38 AM
Originally Posted by Sinister350GT
ARP head studs; ARP Main studs; Cometic Head gaskets are going into this build.
As for how its going to get to the road? For now it will be a dyno queen.
My wife will kill me if I spend any more this year.
However. There will be 19X10.5 on the rear and 8.5 in the front for wheels.
Lowering 1" with springs. Sway bars and traction bars.
Thats about all I have planned so far.
What do you suggest?
As for how its going to get to the road? For now it will be a dyno queen.
My wife will kill me if I spend any more this year.
However. There will be 19X10.5 on the rear and 8.5 in the front for wheels.
Lowering 1" with springs. Sway bars and traction bars.
Thats about all I have planned so far.
What do you suggest?
#18
07-06-2007, 09:19 AM
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Originally Posted by Sinister350GT
ARP head studs; ARP Main studs; Cometic Head gaskets are going into this build.
#20
07-06-2007, 12:34 PM
Originally Posted by Gman2004
Forget the ARP head studs. They don't provide enough clamping force and you will get headlift at 13psi and higher. Go with L19's or 1/2" head studs. The 1/2" will be more expensive because of the machining that needs to be done. The L19's are a better option for those that have already built their motor with the regular ARP head studs cause they are a direct replacement and don't require machining. Also forget the Cometic head gasket. HKS has a better gasket available.
Originally Posted by Sam@GTM
Head/Main Studs
Additionally, here we’d like to introduce new 11mm diameter (stock size) head studs made to our GTM specs by ARP® out of ARP2000® material. The “regular” ARP head studs are made out of ARP 8740 material, which, though superior to stock head bolts, do not offer the clamping load of the ARP2000 material.
Additionally, here we’d like to introduce new 11mm diameter (stock size) head studs made to our GTM specs by ARP® out of ARP2000® material. The “regular” ARP head studs are made out of ARP 8740 material, which, though superior to stock head bolts, do not offer the clamping load of the ARP2000 material.
#21
07-06-2007, 12:54 PM
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Originally Posted by BrianlG35C
Actually Jorge, Sam @ GTM now recommends their new 11mm head studs instead of the L-19s because of potential corrosive issues and the 1/2" studs for extra cost of re-tapping for them. I ended up going with 11mm in my build. Here's a quote regarding the 11mm by Sam @ GTM
#22
07-06-2007, 12:58 PM
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Originally Posted by rcdash
^+1 all solid suggestions.
Gman, what's v3.0? Methanol?
Gman, what's v3.0? Methanol?
^^^Maybe, but for sure sure GTM's equivalent to L19's, HKS EVC 6 boost controller, HKS head gasket, HKS Navigator, AAM Stage II fuel system, GTM Stage III turbo cams, Tein Flex with EDFC, and new max tune for 93 octane and one for race gas.
I am 
to GTM in 12 days. 
#23
07-06-2007, 01:00 PM
Sharif has pointed out before that the chance for properly installed L19s to come into contact with moisture should be zero.
And the L19s are stronger than the ARP2000.
Directly from the ARP web site (click)
And the L19s are stronger than the ARP2000.
Directly from the ARP web site (click)
#24
07-06-2007, 01:06 PM
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Originally Posted by rcdash
Sharif has pointed out before that the chance for properly installed L19s to come into contact with moisture should be zero.
And the L19s are stronger than the ARP2000.
Directly from the ARP web site (click)
And the L19s are stronger than the ARP2000.
Directly from the ARP web site (click)
Last edited by Gman2004; 07-06-2007 at 02:06 PM.
#25
07-06-2007, 01:09 PM
Even though the head studs should never see water vapor or coolant (unless something bad is already happening), running a waterless coolant (Evans) seems like another good option if there is a concern. Sharif is actually going to use Evans for heat control (with every other part of the coolant system kept stock) and we'll see how well it works.
#26
07-06-2007, 01:59 PM
Originally Posted by Gman2004
Good point. Let me clarify what I should have posted. GTM now makes an equivalent to an L19 stud, but with a different material that isn't corrosive. I don't know if they are the same 11m studs you are refereing to. When I spoke with Sam he referred to them as ARP 2000. Maybe they are the same?
#27
07-06-2007, 02:11 PM
Ok, Brian, you prompted me to do more research 
(gonna have to stay late at work today now!). Anyway here is what I found on ARP2000. Looks like it is not immune to the same issues as L19 and requires similar care even if it a "hybrid":
(gonna have to stay late at work today now!). Anyway here is what I found on ARP2000. Looks like it is not immune to the same issues as L19 and requires similar care even if it a "hybrid":
ARP2000®: An exclusive, hybrid-alloy developed to deliver superior strength and better fatigue properties. While 8740 and ARP2000 share similar characteristics – ARP2000 is capable of achieving clamp loads in the 215,000-220,000 psi range. ARP2000 is used widely in short track and drag racing as an up-grade from 8740 chrome moly in both steel and aluminum rods. Stress corrosion and hydrogen embrittlement are typically not a problem, providing care is taken during installation.
L19: This is a premium steel that is processed to deliver superior strength and fatigue properties. L19 is a very high strength material compared to 8740 and ARP2000 and is capable of delivering clamp loads in the 230,000-260,000 psi range. It is primarily used in short track and drag racing applications where inertia loads exceed the clamping capability of ARP2000. Like most high strength, quench and temper steels – L19 requires special care during manufacturing to avoid hydrogen embrittlement. This material is easily contaminated and subject to stress corrosion. It must be kept well-oiled and not exposed to moisture.
L19: This is a premium steel that is processed to deliver superior strength and fatigue properties. L19 is a very high strength material compared to 8740 and ARP2000 and is capable of delivering clamp loads in the 230,000-260,000 psi range. It is primarily used in short track and drag racing applications where inertia loads exceed the clamping capability of ARP2000. Like most high strength, quench and temper steels – L19 requires special care during manufacturing to avoid hydrogen embrittlement. This material is easily contaminated and subject to stress corrosion. It must be kept well-oiled and not exposed to moisture.
#28
07-06-2007, 03:50 PM
Originally Posted by rcdash
Ok, Brian, you prompted me to do more research (gonna have to stay late at work today now!). Anyway here is what I found on ARP2000. Looks like it is not immune to the same issues as L19 and requires similar care even if it a "hybrid":
(gonna have to stay late at work today now!). Anyway here is what I found on ARP2000. Looks like it is not immune to the same issues as L19 and requires similar care even if it a "hybrid":
All I can tell you is that Sam was adamant about it, that he would not put the L-19s on his car. You should call him for a better explanation.
I just didn't want to take any chances based on his reluctance to use L-19s.
#30
07-07-2007, 08:39 PM
