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New Owner of 1837/2000

Brett Adams' Galant VR-4

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,460
Location
SoCal
I swapped a 4 bolt LSD into the 4WS pumpkin last year, and all was good. In the last few weeks though, I've noticed some noise coming from the rear diff. It was strange, because it only happened when I was taking off from a stop at super low RPM after when the diff gets warm. If the car was cold, it wouldn't do it. So, instead of f***ing with the ring and pinion, I just decided to swap in another 4 bolt. In addition, I came to the realization that I hate how the 4WS makes the car feel so unsettled in a high speed sweeper, so I figured now was the time to delete all that crap.

I'll start out by saying I was on a tight timeline to get this done. I've got too many projects, and not enough time and space to tend to them all. I would have liked to weld the trailing arms and install new subframe bushings, but I just didn't have the luxury of waiting around on parts for this particular project. Not to mention, I would have also liked to completely delete all the 4WS crap, but again, didn't have the time to pull the car apart and remove all the bits. I'd chalk this up as a sudo-4WS delete for lazy/busy people.

There is one main concern when deleting the 4WS (if you ask me anyways), which is deciding what to do with the high pressure output lines that run to the rear rack. I found the easiest solution was to just plug the lines right where they dip down from the rack under the car. I came up with a quick and easy solution for this, which basically entailed hacking off the end of the hydraulic line, and converting the fitting into a plug. I was unable to find a legit plug anywhere, so as far as I know, this is your only option.



Here's the feed lines where they dip down below the car. Take the soft hydraulic lines loose, and remove them from the car. Have a pan handy, because these are going to piss power steering fluid everywhere...A lot of PS fluid.
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Once the line is off the car, hack off the end with a grinding wheel. Once you do, you should have a steel fitting that's ready to weld. Take a welder and just tack the center closed. Once it's welded closed, you've now got a nice little plug to cap the PS lines off with.
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After the lines were capped off, I dropped the rear subframe, and removed all the other 4WS crap. I left the return lines in place, since they snake all the way up under the hood, and deleting them completely would be a major ass pain. I just used a small piece of hose and loop them together at the rear of the car.
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Now, the crappy part. CLEAN EVERYTHING. I used a wire wheel, Simple Green, and tons of elbow grease. The subframe got cleaned and rust proofed. The underbody got cleaned as well, then got Rust Bullet, then rubberized undercoating. The Rust Bullet really wasn't required since there wasn't any actual rust to treat, but I've found it to be super durable, and prefer it for coating parts under the chassis.
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After everything was dry, I bolted in the subframe.
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Lastly, removed all the 4WS decals so I wouldn't be a poser.
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I still have a few things left to button up. I need to install the axles, brakes, exhaust and suspension. I got tired of crawling around on the ground like some kind of retarded fat snake though, so it will have to wait until next week.

Time for a beer! /ubbthreads/images/graemlins/beer.gif
 

turbowop

Well-known member
Joined
Apr 29, 2001
Messages
11,971
Location
Yakima, WA
When I did basically all that same work, I also removed the 4WS sticker on the back window. I wish I hadn't now, as it was a cool aspect of the car, even having removed the functionality. Oh well.

Looks good.
 

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,460
Location
SoCal
If I would have known how much of a bitch it was going to be to remove the window decal, I would have left it be. I started chipping away at the corner, and realized that thing was really on there. But, by that time it was too late, and it all had to go.
 

GSTwithPSI

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Joined
Jan 1, 2012
Messages
3,460
Location
SoCal
Quoting GSTwithPSI:
I swapped a 4 bolt LSD into the 4WS pumpkin last year, and all was good. In the last few weeks though, I've noticed some noise coming from the rear diff. It was strange, because it only happened when I was taking off from a stop at super low RPM after when the diff gets warm. If the car was cold, it wouldn't do it. So, instead of f***ing with the ring and pinion, I just decided to swap in another 4 bolt.






Yeah...Well turns out the rear end wasn't my problem after all.
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Last edited:

strokin4dr

Well-known member
Joined
Aug 30, 2005
Messages
2,770
Location
Savannah, GA
I wouldn't call it bad luck. Just motivation for a much needed refresh on that old driveshaft.

I'm sure it will be riding smooth after this fix!
 

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,460
Location
SoCal
Quoting Yohler:
You planning to rebuild the whole thing or just repair that U joint?



Neither /ubbthreads/images/graemlins/wink.gif




Quoting strokin4dr:
I wouldn't call it bad luck. Just motivation for a much needed refresh on that old driveshaft.

I'm sure it will be riding smooth after this fix!



Yeah, I can't really be mad. After dozens of passes at the track, I'm surprised the old U joint lasted that long. I'm just glad I found the problem. I buttoned the car up late last night, but didn't go for a drive until today. I jump in today and went for a quick spin, and the noise was worse. I was thinking the rear end may need to come back out, or worse, the trans. I was relieved to find the U joint trashed, but also a bit horrified. That thing was hanging on by a thread.
 
Last edited:

strokin4dr

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Joined
Aug 30, 2005
Messages
2,770
Location
Savannah, GA
Ballin!!
 

GSTwithPSI

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Joined
Jan 1, 2012
Messages
3,460
Location
SoCal
I started looking at my options to repair my driveshaft, and came to the conclusion an OEM rebuild just isn't worth the time and effort to me. After pricing out what it would cost to do the rebuild, I decided to go with a DSS aluminum unit. For a little under $300 bucks extra, I could not only upgrade to the DSS shaft, but more importantly, eliminate over half of the work it takes to do rebuild the OEM shaft. The extra work the OEM R&R requires was honestly the biggest influencing factor in upgrading. I still had to rebuild the back half of the OEM shaft, and after doing so, I'm so f***ing glad I decided no to rebuild the whole thing. It's a a super time consuming and labor intensive task.

Here's the pricing breakdown:

DSS upgrade=
DSS 3.5" HD Aluminum driveshaft for the Galant VR-4: $767.48 shipped from ExtremePSI
1 transfer Case yoke kit (becuz 1 U-joint MR470072) and 1 carrier bearing (1G DSM/GVR4 MB505495): $142.31 shipped from JNZtuning

Total: 909.79 (actual price paid, shipping included)


OEM rebuild=
Driveshaft rebuild kit (1G DSM/Galant VR4): $382.48
OEM lobro joint kit-DSM & Galant VR-4 (becuz the boot kit alone is basically NLA MB837300) $245.99

Total: 628.47 (Shipping/tax/whatever NOT included)

So, as I said, it was only going to cost me a little under $300 to upgrade. Now, if your lobro joint and boot is in good shape, you can save another $250 bucks, at which point an OEM rebuild is looking more financially beneficial. However, if you're like me and just need a new boot, you're fucked, since the boot kits alone are NLA. So, you're either going to have to be fine with the the lobro throwing grease everywhere and getting trashed in the process from contamination, or you're buying a new lobro joint...That $900 bucks sounding better yet, or naw?

Moving on to the time factor; any way you cut it, an OEM rebuild sucks balls. It took me approximately 2 hours to completely clean and rebuild the rear shaft alone. I also have a press, air tools, and everything required to make the job go quickly. That's for 1 U-joint and 1 carrier. I'd say you're looking at nearly triple that time for the entire shaft, assuming you have a nicely equipped garage.

With the DSS, you rebuild the rear shaft, bolt it in the car, then bolt the DSS shaft to the rear shaft via DSS's adapter plate. Done. The only other thing I'll mention here is the DSS shaft is 3.5" in diameter. If you have aftermarket exhaust on your Galant and it's anywhere near the factory driveshaft, you're going to run into clearance issues. I'm running the 3" CM performance exhaust system, and I slightly clearanced my cat and the down/mid pipe flange. If you're running a home brew system the snakes close to the OEM shaft, I'd highly recommend you taking some measurements prior to buying the DSS shaft.



Anyways, here are some pics of the new DS and the other stuff required to do the conversion:
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d8W436unRl5Fmb-5TdSk-6JTPJTEUUQJ1Yq-3GYjM5zgOyrQU_gpfxJsi5_3Oi5x-MRkiLhphDjHfUMgzyS7XIrBdMZp93ZmkdvAFbjvPWfWa-7KtPknKmrn_DnnfU46tlIY8PSK-iC4YtoBGiJA4eMxDGUWsJMSaaGSeJ-meWrduOImc05tmO6Fti2XD0omzCPehNvu4dviQG7yilXQX2WNmOpYMjSZsA968a0c6NVYJ1HJJGXLNbhRCWEfdsv-m9aertxWyhzDu0iZ6Vag0onJvrNFVF39auSP89EpLKNxmjC29f-BrrKQ6TPPOnGgZUPrhWDXcKwxIC74h7qzioeenyVh_IrxAvuvTgoRGswDBq373uwtZkKw4kgkyxcy9I10aIjmUlfsNVL8pndlASzDySFyZrKX5NCBLqsvNbuF35ez5xA7eQi0JOp5_HGO-ZUDNEW61rl9bJS4H6dJd_0SsBbShKyzjXiF1ep5HRHMoVO1bfST0KrKJiWhLDnNi6ICvPITk2yaXY8o22nnYq4omwEITy1xZf6tLvL3cfB2pX9uj9CjxK32lLxkTeiRbAear4XyFbHafwPnsRNytL5ctckwgQA=w1218-h685-no

TZopiS7_PrLjzKOWSxi3xIBeZw6PAwtwfuXkqpsgRAIZybJsW4_fqwIB7tJC-tG1Q8rM6lOe5JRkYDYps79a2X5StHAcM2VOP5yLTmDK7FfNIb9DTaCCRsyPZsjIqtChLn6t6as05CBaDQ2dPU5TgTpvdZBUB8SQzzM4n59g3muiMPRzJGc8y0bVfeIelT0o-EuZCdavdET_u5l_KXKjoLrVN-sGHWp5DD3lHymHy35sxXS_isUa1depJ43H1cDPJe2BaCOp6kCCphO5tSa_Bv_oj-VEHBNvJGeAKtRycH0rQuTsu5FZDwpa9n_GNC6HhBuI7rhBUazcKJJ7OwlOgF7Kv-QxuUn1JXHgT31zZn3iy11_AvcJ6QBaEKMBoh5baVUpZAq6zFOj-OiCahJ0iRzmdeT4N-aVXlKYghrBpNpCX5SYQNcHZZ69_yoIt0u4DgUgQimiS86UbEhC68Vm_hEHaidCmhSVPTOTL0OsgzT9_QpRX8HVWiON2GZ8XDCfHyxk5DV8jjodr6M4y-M73McYHl1pcjDZ8S7YpZAi3UTkZk0Sh_AhdUAnDqrhGWmCOJYzh_D24QcqADNFaEz3Yv7mTGH3MpU=w1218-h685-no





Here's the OEM shaft compared to the DSS aluminum unit. The rear 3rd OEM shaft is reused:
NddBq2hyYxRWuZY1nEzvV-T9JVAHDrmsftQMJhqGnmMM6ReiG1sgaZvyrs2mQ4-DViqwh8jSgWvIiW24sGr6gNStVJRbHaHavBrz1t2i6dRVX3WEEHNTSMsZ-vcmlFN3Of9WBibhu0Swd7Lc2WcMpCeBNSJx_snED8GAAt666UQu33jnTqQDp8AA_57GKEhqUT_ZKmyXtGsUNYpLNotq5TjsZAXpF_otBnnPVo-MzCKEQh67QrkfC5YkEOv9XXlomRoG0pbEUvo0XjzMyukWH99lun-Mtvv0ij7Nn7i6fDY-izRon5bTL53VjOj1bWtr6pyFWSXIxjASEMTVK8rACZM9lKRxXx_tEzpbekQ03LIq3kqSDR623AelE7n85K0QNnvdOXnx4Puugp7xMWqnr1zVju_yogrF-TKPd9PZUbBIyKlRoMwMeI_csFCWYduDSJyC2VbTJ86tt-zwoYWz9r3zZqgNjdpWhL60_rxafjrC5fh8sIWMiJgURzzCyDqKShef1JduKCQ1M54BvLUfALxBOcHlttEnMzG40j6PqETtHZEA-blKVoQPR46ZVpM3GJ4UvFLyhqwn6N3sYQEN3vVmmcOgD7Q=w1218-h685-no

d_OBp3ehP2e3P-OsvECOWNb01oIzaL5nedg4xlIeMi2RM69scYUjjY0mI_x45dXTJj8lwrVY3xcFlJfJG8qHPXccOfVSJizIk4Z7JuRvtFzoN16-01kOgzFNnhoP7sKsl2KbnY0Tah8bdz1NJwWASr6HhjqOU73Xy682AWD5-jaASYkXqNKPOYB2_1h-J8V8TZALpEDXIWdrZE2RxE0HrcKXlk-Lm_BNWASNSDAMX_eYv9U7QcO0carBjWw1K1BhM65DUmw6PkVMtN-wwEYQEdAOobDAQJa5wg2nhah8A3UhcHx8jGCxs51Zzt96nUha0qK4pnm3B6NRQudUUlpgFa_C89NXhvMSN-WvlfOlZUY7PPO6RvsZMHxck8WvDX-rRcudy1towBVn339uPdfsv_f0N2cwXrIiN0znTI2XTizlnCxdJGJMRRsTTI-Zqdrrr4D0BtMO5MscZP6fE9YntGq2Je5hnzetaxZIlhowZ2X7CgaKw-KQIAV-lr8d-nRiP_PtO96TVaP3MBMBxKCVakniW55-DHzNQ6ZOBTl2gIVVSlOU9xNq8okghOY85YJc8YvFUn1GdZJM0Ep38k3THuxagQSZmdw=w1218-h685-no

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b3e6ZKYRHZX7gDo8aS42V6MaQ8dtu9FtfiNKbS-uhbBMjGLcjt2AHeDlli8n7txtsID904zdX39PszMb8qz2USzu6_K3da--cAhxl7JKvgtiiWWWRgEbM1_l8lAo-mjPfqD241yjGRNk2iHJBSyAF2_4Uawzv42QJ60RrLXH_WHgGlcYTwYVepY7rseTX7vAH9M9uzqgwMSei2SRsqOObdDqCGkGjWXkwgKmWe_yUqCNf5uFWsqHr3-q-1UghGNg1nNr0uPvZpIi0_5OjYHJAfDeT-HZbRsefMHnPQ8DIr6_SAEhEDGxhfgJO-aO7997KiffZILrj-Z6ud2M2Nr0vp-D30qRnorgD8ViBoj8JqbpXX1B75KXUtwByf9-L7Myoi-8AujEIYG9w6URCZHCIOAQNUrEZFUKkH7die2vx-6bATgt0gG8H7PzM5DzzhQEGBAFbV1y_rUuC_jA0VEpqLEA7TmD9BszGU2mj_wiX2L8-ExeRAFMfJP-YpmEIIIXCbsbuuAzA0gzoOQPA7mlES_e8s4mFgQvkNHUuIYDEFYwgPCRhSaU27KNVogLkIVaZK_dufVG8Fow-iskP-QyNOIXeE0ry3Y=w1218-h685-no





Now that you've got the stock shaft out, you need to separate the new U-joint from the T-case yolk. Rinse and repeat x2 if you're rebuilding the OEM shaft.
FvKdgNzXGkNtSFlcFgmR7ToWqxm6hYL0Wo2eQQbQywZf9jL48r5RGLrJ6vOMppnwlJ00KrF2dY2ciYX23BUA8h526KVuzn28WpoexqcwjxOysyapZL9CP25ArLvPL8eVv4Bipc1F4syRJtDdUW9ZCP0rVCVzV_Fj1tVQETrNx03c16EfYoHLtLXk6Db7NJ3krkFTxL8bamIgPjFyt43V_mK2hcNDZivKlPptQcwsBVIRa6JGdsLdikmepijJca0GeiA0XC2kiapWW6eQCoyzd4bHYTddwIN0a_5tmJrY2PwFHXvc_VeC4XDqPaup7TC_y_zBeF6lDFguM3ImWY7LLRXpI8a48MFFYJIcTdoghR-HvpGaJeyNITK5J7jiAZZYgotn4XEWRslYY9mk8kLq5wPmHXigw08YnVE_cnq9-qGqTIxpw9Cb66_oeZvOReEewNvaz0Ghr_1JSHxOhiJu-ZtRYnc9VLxVQ1_ee4F7-lQ4Ukn6KyO_wSjCOJxr9YyptqtTbrwxogL2Ot6AyFqF_pZ8FVq-_236dA16dhu2-WMiwM5VjzBnhWReVR_3ZewASIdIcn71TXO91EqFhPIGBL5i75SLL6k=w1218-h685-no





Once you've got all your parts together, it's just a matter of cleaning and reassembly. The one thing I'll mention with this is the U-joint snap rings. It can be a pain to get 2 snap rings of the proper thickness to seat. You obviously don't want the U-joint super tight, nor do you want it all limp dick. Finding a happy medium with the limited amount of snap rings you're provided can be a challenge, and the trial and error associated with this is probably the most time consuming part of the job. Jafro has an awesome video series on this whole process, and I'd highly recommend watching it if this is your first time screwing with the DS: DSM Drivetrain & Clutch Tech by Jafro

2 hours later, here's what you get:
jNYBRIhV602_BAVCLc2w9g9Ru4XYBckZ5AMKCcdN9SSyPG9MdZK5VDe-lcoVXxTc-ThITl30WoX6_Z2G7pcf_-hYT8jEC8urNZcsEFFd6DJ_0CVKV9jCvsPrSGGvMb4V8P5fPWPM7ShAmC4_TEikc4BgY9CZUBxGZlWwecCBBHv1PMl2ltOyOlX22elYl_-0w5JHQKN6grUK8UoRpwGxUC9dkQMvbCxPMMkKsvHMapfvuIe8be7xRBtFZDmizRgtUfemKutObdUumb70JmKxq0-gU1YfR0blEVXvDurYIXHQUOcJ1MQa-AowbqLnAZbqFTr3efQ_5g6KGtP8wyBpmFTLypqwmTOdgzh1fAfWAECwRxvdpX-MJ7ZJtDgRHbCVhUSUDlJkybO3NQo8-VzR2NfL65IJaiAP4SoRasxz8DF6IyVPGPFkxWbFtQPGBHnha37cJc7CIQ3T_BoKjFU1-au5IOuKtnp5dTwrUGYKGkwGbkQZyBlbBY9z2fzJiUziAK-g1uDlAoxw0bFsTuy1b0_L1yJTcWOe1O_IyMsjVllaeejceQrVwfxg0EXDxmGJDnSUAHX2s_pF34pz1QhePgRhGQx5uRM=w1218-h685-no

J3TIIC08m3OBL3vhi4ptT_c1M-hjPm5ZtqLbT4Z3NF5bG2v22B5-7WRUT-1GDq5sBJGRxpWsL3H_Jko3d0eyy3771kJYcYRM269WVE4jM3m8HDwCiQtRg82GpimaAc9hIBo1ZnZhPqYjq1SSbJE-aobfmnfK3fsXFkBxcUjy38s6dPzewP6Ag7tfgXcXElUAfZ45yNEdmsfjPaXQkku5Ppob9Khln7qguagd8_7HBOI037KCHzNWJQ3Den1L9hoJIARPZ3PUf0NDZlYAlm2yXPqMTVA4OSua0MkkC6bXcZ_B1vRzRV7WbUa0uRWlNVQUqjn_abG5xBQK0acvNuHTij04jl7B7TnLVBWTYlCRfE__VMP_rvlIVokiIpo20PA5FyOapSyYw_SUSNwraKPXVtqMVDyLiX0Omb4zUdfGGl24j-ToEw0C-VR0lsq3UhWk9YXuoe-fE4qPCuB0coAZL28ktxMxQAXTepoCp96JDyMHm0xFb9kemb9F6P-xNW5XKXUIicJ4BK9pYs4xvDYzpcvDVSFEN6dnFlUl5I2SCndG8WJ022vS3-fQcFUCINqVynxIMsttwWbTyHeE2V6m_PKrRTIaKk0=w386-h685-no





So, how does the new driveshaft feel and perform you ask?!?

Couldn't f***ing tell ya.

The driveshaft was drop shipped from DSS, and they sent me the wrong god damn adapter plate. So, all the parts I had expedited to finish the job THIS WEEKEND was just time, money, and effort wasted. Although, I hear it's pretty common for DSS to screw things like this up, so whateves. Hell, another week JSB status is small time sh*t anyways. Nobody buys a VR-4 because they actually want to drive it /ubbthreads/images/graemlins/rofl.gif

I'll update the thread when (or if) I ever get the right adapter plate.
 

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,460
Location
SoCal
The adapter plate bolt holes do not line up with the bolt holes on the pinion flange for the third section of the factory driveshaft closest to differential. I looked on DSS's website, and the adapter I received is clearly different from the one pictured for the Galant/DSM.
 

brisvr4

Well-known member
Joined
Feb 13, 2004
Messages
955
Location
brisbane australia
Quoting GSTwithPSI:
The adapter plate bolt holes do not line up with the bolt holes on the pinion flange for the third section of the factory driveshaft closest to differential. I looked on DSS's website, and the adapter I received is clearly different from the one pictured for the Galant/DSM.



What is the part number stamped on your adaptor Brett.
I have the same driveshaft kit and mine is stamped MIPL1 same as listed on their site.
I haven't pulled the rear section of the stock one yet but I'm hoping mine is correct!
 

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,460
Location
SoCal
Funny you should ask, there isn't one on mine. However, in the pictures on DSS's website, the part # you're stating is the one pictured on the adapter they list for the DSM.

Here's the one they sent me:



And here's the one on their website listed for the DSM. Notice the completely different bolt pattern to flange design, and also the part number that's present, yet not present on mine: click
 

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,460
Location
SoCal
First, big thanks to Tim for helping me get things sorted. I had some issues getting the correct adapter from DSS, who sent the wrong one initially. For this specific transaction, I wasn't terribly satisfied with the customer service I received from either DSS or from ExtremePSI, who I originally placed the order with. But, I got the right parts eventually, which I guess is what matters in the end. If any of you guys are ordering a DSS driveshaft in the future, shoot me a PM prior and I'll make sure you get the correct info for the correct parts from the jump. Here's the adapter I was initially sent. Looks like a good fit, right?
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Anyways, after I got the right adapter plate, installation was a breeze. DSS truly makes a nice product:
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The DSS driveshaft performs just as you would expect. It's velvety smooth, zero vibration, and feels great overall. Honestly, I've noticed very little difference between this and the stock driveshaft. But, I haven't launched the car yet on the aluminum driveshaft yet, where I expect I'll actually feel the most difference.

There are definitely some downsides to the DSS piece. For starters, it's 3.5" in diameter, which means it will hit sh*t that your stock driveshaft didn't even come close to. For me, that meant trimming back some heat shielding and exhaust bits.

Secondly, and probably the most annoying, the DSS driveshaft is a 5+ foot long piece of hollow aluminum tubing...Which apparently means every tiny little noise your driveline made prior to installing this thing will be amplified a million times over. I had a slight tapping noise on decel only at low speed, and spent nearly 2 days trying to figure out what the hell it was. From inside the car, I swore it was the rear end. I ended up tracking it down to the trans itself, which seems to be a bit noisy on decel. I just never noticed it on the stock driveshaft. At first I was a bit worried, but after getting the car up on a lift, and inspecting the driveline while running it at speed in gear, there's absolutely no issues or vibrations. All the joints are tight, and the driveline is functioning as it should, but the audible harmonics amplified by the DSS driveshaft are very pronounced. Bottom line, expect a bit of noise unless your driveline is minty fresh.



After I got the car back together, the wifey and I took it to go grab a beer and a bite at this new place in the Island. Good stuff!
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Yohler

Well-known member
Joined
Feb 26, 2016
Messages
70
Location
New Lenox, IL
Quote:
This is our 3.5" aluminum drive shaft for the Galant VR-4. This shaft is designed to replace the first 2 shafts of the factory 3-piece system. They are made from 6061-T6 aluminum and 3.5" in diameter, it also includes a custom 7075-T6 aluminum plate to convert the CV back to a u-joint style end and bolt to the factory rear shaft section. The first 2 pieces of the stock shaft is 22lbs and our single is only 12lbs.



Looks good, exactly how much trimming did you have to do? I'd pretty much written off going this route and rebuilding mine since the carrier bearings are less than stellar, but after seeing your price breakdown it's fairly hard to argue against going this route.
 

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,460
Location
SoCal
I'll try and take some pictures. Basically I had to trim back the flanges where the midpipe/cat meet, and also the factory heat shielding on the underbelly of the car.
 

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,460
Location
SoCal
Not a terribly exciting update, but the more I wrench on this car, the more I realize it's the little things that bring the build full circle, and really set the car apart.

I picked up a new set of door decals from a seller on Ebay: click

His ad said he used 3M material, which I wanted. The decals were really high quality, and the color I picked looks absolutely amazing on the car. He even shipped a squeegee with the decals which was awesome. The only complaint I have was the decals were mirror images of one another, and that's not how they appear on the car from the factory. To fix this, you have to cut one of the decals, and place the "Intercooler Turbo" in front of the rest of the decal. I just copied the spacing from the correct decal, and used a small piece of tape to make everything line up. In the end, it turned out awesome:
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Old stuff removed:
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New stuff installed. I opted not to install the 4WS portion of the decal, since I deleted it from this car.
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