After finally completing (sort of) the Great Danton I was finally able to attend a round of the Time Attack Italian Championship, my first one this year and round 3 of the championship. This was always going to be a shakedown event to actually make sure the car runs ok and to ensure that all the new components are fitted and working correctly.

The day before the event I had quite a few things to sort out, most importantly a large water leak from the left side of the engine which ended up being one of the water heater coolant lines. I also had to drive the car down from Bergamo all the way to Imola so I was quite careful as it was all unknown, and I stopped a couple of times during the 3 hour trip to check fluids and so on.

This first image sums up my day quite nicely; a lot of time waiting for a session after fixing the car. I had some sort of problem during every session which meant that my actual running time on track was very limited. I would usually go out for about 2-3 laps and then find out I needed to come back in to fix it, by which point it was too late to reenter the session.

The first session I went out for about 5 laps and came back in thinking everything was ok but I had lost a nut from the power-steering pump and the belt was slipping.
In the second session all the water that was available in the sky decided to fall and the session was quickly red flagged. We were able to redo the session after it cleared but I quickly found out that I had lost a bolt on the exhaust and it was dragging.
On the third and final session before the Superlap I decided to actually push the car a bit now as I hadn’t had any chance to actually test the limits of the car and get to know the track a bit better. But at the end of the main straight on my first full power pass the splitter simply couldn’t hold on :D. At around 230km/h it ripped through the bumper and hit the ground. Luckily it had only a few grazes and was able to secure it again to the bumper with an improved mounting strategy but this wasn’t to be enough.

During the superlap on the first lap it once again came loose and started chattering. So I had to take it very cautiously around the lap and then on the second lap my car decided to have a fuelling issue, and that was the end of the day. My pace during the day wasn’t too far off the pack but at not point during the weekend was I pushing the car (posted a similar time to last year); hopefully I can get these issues sorted and hit the track again to actually see the improvements over last year.

Overall I’m actually very pleased with the day because all the issues were fairly minor and can be worked upon and the engine really went without a hitch. An engine I built completely from the ground up actually went pretty well, so it has been a huge learning experience.

Advertisements

SPEC Polaris Slingshot

April 19, 2016

The Polaris Slingshot is a fun “car” right out of the box, but as with anything it can always be improved. I’ve always been curious as to what a proper track prepped Slingshot would look like, so I decided to have a look!

GD V2 – Part 5

January 2, 2016

Engine is out and now the work can really start. The engine was removed with the transmission, and also gear stick, which made it a tough task but luckily it just squeezed out. Next steps are to remove the transmission and load the engine onto the stand and begin disassembly. At the moment I am still not fully aware of what I will upgrade as I’m going to analyse the condition of the components as I go along. Bottom end will likely be all forged with new bearings but I’m still unsure about the top end.

With the engine out I can also start work in the engine bay; a lot of repair and tidying up is necessary. There is corrosion between the rails and the strut panel which I will replace, and various areas of surface rust. I will also paint as much of the engine bay as I can once its all repaired. There are also a lot of unnecessary parts in the engine bay that have been left over such as air conditioning lines and fuel tank vent lines which will be removed or trimmed. I may also trim the battery tray out with the battery now being located in the boot.

I received a few additional components for the build. Nismo 740cc injectors and an Apexi PowerFC D-Jetro.

GD V2 – Part 2

December 19, 2015

I’m back in Italy for the winter holidays so I’ve got plenty of time to finally work on the Great Danton. While waiting for the engine crane to arrive I’ve been taking care of other areas on the car. With the old turbo out I decided to dismantle everything off it, as parts like the braided lines, turbo elbow and wastegate actuator will be transferred to the new turbo. I will be upgrading the exhaust manifold to a tubular type in an effort to increase power and reduce weight at the same time.

Super happy the new turbo arrived; GT2871R. Along with APR head studs and rocker arm stoppers.

With the car slowly becoming more and more track oriented, and the fact that I only used it on track and occasionally on the street throughout the whole year, I decided to further strip the interior. The sound system is coming out and any non essential items: interior lights, rear wiper and spray, and random brackets for the interior and seat mounting.

Other than the battery the boot is pretty much empty now. After standing back and looking at the now completely empty rear interior it made me realise why many people cut and tube the rear of the car; the rear of the chassis just seems there to support itself and the lights now.

This is what has been taken out so far (much of the sound system is still to come out) and it must all weigh around 20kg. Hopefully there is a lot more that can come out.

Great Danton V2

December 6, 2015

After the long season of Time Attack the Great Danton is in need of a lot of attention. The car pretty much limped home after the last round at Monza; the turbo is shot, the frame needs some work and the ball joints are done. To be honest it was all timed quite perfectly as the turbo started drooping boost on the last 2 laps of competition this year. The car is now back in the garage for the winter of work ahead.

Now its time for a good overhaul with the engine being the main priority. As the mileage on it is quite high I’ve decided to open it up and redo all the major items like bearings and gaskets, and then upgrade some of the internals to handle the added power that will come from the Garrett GT2871R turbo; pistons and conrods.

So far I’ve just been getting everything ready to pull the engine out so the rebuild can start. The only things left to do now are disconnect drivetrain items and then the SR20DET can be removed. I’m so happy the AC and brackets are now out; this thing weighs a ton and I should have done it sooner. Luckily with the engine out I’ll be able to do a better job at removing all the plumbing too.

Then there’s the old T28 turbo, which I think is the original unit, that is completely shot. The bushings have gone and there is some serious play on the main shaft. I’m surprised it’s still in one piece.

So the goals for this downtime are to upgrade the power and service some of the chassis items. With the classes in the Time Attack Italia championship getting a bit of restructuring next year I am going to need a lot more power to be competitive. 400hp should be very competitive but I will likely start out with around 340hp then work up to around 400hp through the course of the year.

The rest of the work will be restoring some of the aged parts of the frame, servicing important areas and then adding some additional aero. Some of the cars in the new class that I’ll be in (2WD Club Pro 3) have some serious aero packages and I feel like I will need something to minimise the difference. Splitter and GT wing most likely.

BSP

August 31, 2015

New livery for the remainder of the season.