Performance is sponsoring this car to showcase what our performance
parts can do for a stock engine. Matt Culpepper from Virginia is
the car owner.
This car was originally a V8 drag car. It had a healthy 351W with
the usual bolt-on's and a shot of nitrous. After realizing that
his daily driver 2.3T powered car was faster than his V8 "race car",
Matt decided it was time to convert the car to 4 cylinder turbo power.
He contacted me hoping I could help him out with some bolt-on's, the
tune, and the technical details. With very little time before
World Ford Challenge 9,
Matt began the daunting task of ripping out the V8 in favor of 140 cubes
of turbo power. With only 10 days to spare, the car had a fresh
coat of paint and was under turbo power; ready for some 1/8th mile
shakedown runs. With only 3 clean passes under his belt, Matt left
for WFC9 with the goal of his first ever 11 second time slip. With
nothing but bolt-on's and some spray, we descended upon WFC9 and Project
Bolt-On was born...
Here is what
Matt had to say about this project:
"I went into the V8 to 2.3 swap looking for
something that would stand out, test the raw potential of these engines
and be obtainable for nearly anyone to duplicate. After having great
success with Stinger parts on my 12 sec. 2.3 daily driver, I decided it
was the only way to go again. Within a very short time after envisioning
the swap, I made the hardest launches and the fastest passes of anything
to date (including the V8)."
If you'd like to contact Matt, Email
The fact that the
engine and transmission has over 320,000 miles on it and has never been
rebuilt is testament to the strength of the 2.3 Turbo engines.
Update 9-14-2010: The
car has been apart for a complete rebuild for a few years now but it's
slowly coming together. The new engine is ready for assembly (CP Pistons,
Partially Filled Block, etc.), 95% of the new trans/clutch parts have been
purchased (Doug Nash 5 Speed, Slipper Clutch, etc.). Need to finish updating
the cage, then just need to get a few more items and assembly can begin.
Hopefully it will be ready to hit the track in 2011.
Update 10-14-2007: Videos
(some new) are now on YouTube and on our videos page:
Click to View
Update 6-30-2007: Video
of the Launch from behind here:
Click to View
Update 6-24-2007: Video
of the 10.89 @ 124.49 1/4 mile run here:
Click to View
Update 6-15-2007: Matt
is currently in Wilson, KS visiting the area while preparing to move out
here so this project, as well as many others can get moving at a faster
pace. He should be living here by the middle of August.
Update 5-19-2007: We
built a "new" engine that go Crower rods, ARP rodbolts, and some
baffling in the oil pan. Otherwise it was just a freshened up stocker
with stock pistons, crank, etc. We bolted on a fully ported head from
Bo-Port Racing Heads and shut off the
nitrous completely. We also got rid of the stock air meter and upgraded
to a 90mm Lightning Mass-Air meter. On the third pass with the new
setup, while qualifying for Open Comp at
World Ford Challenge X in Indianapolis,
Matt ripped off our first 10 second pass. We began to experience
transmission issues on following runs but from the data we received
during those runs, we believe it can go a few tenths faster before we
turn the nitrous back on. Here is what the timeslip said:
Here is Matt's Latest trip down the 1/4 mile strip
(view timeslip here):
I left the boost at
17-18 and used the 70 shot, w/ bottle pressure at 1000psi.
On the first run I didn't get the burnout I wanted and it didn't hook
So long story short, it's a new 1/4 mile best though it was off the 1/8
mile best by a few tenths/mph and it was done on a 70 shot, not the
100-125 shot we were using before. Plan is to get a new run in late
February with a few small changes. Once it goes 10.xx the new engine and
such will be installed.
I backed the timing to 5* base, boost to 16psi and backed up to a 70
While staging I did a somewhat light dry hop which pulled the wheels about
8-9 inches so I thought I was good to go. I staged up a blew the tires
off on the initial snap. Then as it hooked it started slowly lifting the
drivers wheel and then up again on the 1-2 shift. It laid down a little
so I clicked the nitrous off at the 1000ft mark.....so here's the time
running the 70 shot:
(.27 off pace already)
1/8: 7.474 (.39 off pace now)
MPH: 95.92 (3.3 mph slower than best)
1/4: 11.598 (Extremely "dirty" run but still a new
best ET & mph)
So I made another run and got out of it early because it was worse than
We were running out of time so I figured I was ready to go into kill mode
on the phone saying..."yeah, go ahead try it now...you may not get
another chance"). I set the timing to 7*, boost to 17psi, switched to
the 125 shot, and let some air out of the tires. Seemed to hook and A/F
was pretty close so we were set. I jump in and as I'm headed to staging
there was a wreck on the track that closed the entire place. A fox body
mustang hit the wall at the 1/8 going an estimated 120mph and
broke/knocked over two sections of interlocking jersey walls......we'll
head to the 1/8th mile track in search of a 6 second pass this weekend,
then head to another 1/4 mile track the next weekend aiming for 10's
again (with the 125 shot this time).
Playing around on his local 1/8th mile track, Matt ran a best ever 7.19
sec @ 99.20 mph bouncing off the rev limiter about 70 feet before the
lights. That converts to a 11.20 @ 122 mph on a 1/4 mile track.
These runs were made without the new clutch installed (clutch is still
slipping). The only change was the addition of a 2 step to launch
harder and an additional 25hp of nitrous. It did run 7.29 @ 97.25
without the additional nitrous. I have a feeling a 10 second run
is very close.
Competing at the Fun Ford
event in Richmond, VA, Project Bolt-On was the #1 Qualifier in the 4/6
class with a 12.89 qualifying run. Battling clutch slipping
problems all weekend, Matt still managed to make a best ever run
of 11.84 @ 116mph! We are confident the new 3 puk clutch will get
us a solid 11.50 @ 120mph if we can get a clean run.
Liter with 320k miles (from 88 Thunderbird Turbo Coupe)
Stock un-ported cast iron
Stock slider with worn down lobes (high mileage)
Induction: Holset HX35 From Cummins Diesel @ 18psi
~445hp, 480 lb-ft
Stinger Header/Stinger 3" From Turbo To Muffler
Puk Solid Hub, Stock Pressure Plate.
Click for picture
Rear End: 8.8" w/3.55:1
Brakes f/r: Stock
Suspension f/r: D&D Tubular K Member, QA1 110lb 12"
Coilovers,/Tubular Control Arms, Airbags-18psi in right-0psi left
Struts/Shocks f/r: Koni Reds adjusted full soft/Stock
Curb Weight: 2650 lbs
Weight Distribution f/r %: 52/48
Paint: Black with Red/Silver Decals
(Best 1/8 and 1/4 ET/MPH listed, not all in same run)
60 Foot: 1.53 sec
0-60 MPH: 2.30 sec
6.92 @ 99.41 mph (1/8th mile track, no 1/4 mile times for this run)
10.89 @ 124.49 mph
Click to see OLDER Timeslip,
Left lane was a 514ci Aluminum Headed Big Block Mustang
Performance Tubular SS Header, Holset HX35 Turbo, Stinger 3" Header
Downpipe & 3" exhaust, Isuzu NPR Intercooler, LA3 ECU with Stinger Tuned
J3 Chip, Blow-Thru Big VAM, 46 lb/hr Injectors, Stock Head, Stock Cam,
65mm Throttle Body, Stock Lower Intake, K&N Cone Filter, Adjustable
Boost Valve, Kirban Adjustable Fuel Pressure Regulator, NOS Nitrous Kit
(100 Shot), Nitrous Purge onto Intercooler, Stinger Oil Feed Line,
Stinger Oil Return Line & Flange.
Weld Wheels w/28-11.50-15 ET Streets, 15x3 Weld Wheels w/Skinnies
Cage, Thru the floor Sub-frame connectors.
Waiting For Installation--Doug Nash 5 Speed, Slipper
Clutch, MS3 ECU
Stinger Performance Engineering 2010