July 14, 2016

Some additional photos from Imola.

Look at that body-roll! Needs to be addressed.

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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.

GD V2 – Part 23

May 18, 2016

It’s almost over, just a couple of things to finish up. Finally took the car out for a drive today after 6 months of working on it, and it was great to be back in this hard, uncomfortable and ridiculously loud car. The exhaust note has changed drastically from before; I’m not sure if it’s the cams or the tubular manifold or a bit of both but it’s high pitch and raspy, oh and so much louder. It’s almost embarrassingly loud when above 3000 rpm.

The splitter is on, but needs some additional mounting and refinement. I’ve already scraped it, and I haven’t got my scrape plates on it yet.

GD V2 – Part 21

May 14, 2016

I didn’t really think there would be so many parts to this, but it’s getting close. After running the engine for a bit I took it to a tuner to get it mapped properly. Luckily I found Preparazioni Soretti, which had worked with the SR20, the Apexi PowerFC and D-Jetro version before, despite being a Subaru specialist.

There were a couple of things he wanted to sort out before mapping the car; these were mainly vacuum and oil lines. With the new tubular manifold, it gets very close to the intake tube and vacuum lines so he recommended moving the rubber joint on the intake pipe and the vacuum line away. The intercooler piping was cut and welded to the turbo outlet and an additional joint added (in blue). Then the vacuum line on the turbo inlet was completely moved away and under the tube, meaning it clears the manifolds completely.

The final result from the mapping session was 343hp (at the crank) and 428 Nm at 1.3bar. I quite happy with the result considering that the pressure isn’t too high and it will be a big difference to my previous setup.

GD V2 – Part 14.5

March 20, 2016

Oil cooler and mounting brackets were mocked up and test fitted. The oil lines have to make a long route around and into the engine bay but it allows for a nice accessible remote filter mount. The oil cooler is placed nicely in front of one of the vents in the bumper.

GD V2 – Part 14

March 19, 2016

Once again waiting for parts to carry on with the bottom end, so I decided to prep the intake with the new parts. The main change here is the new injectors but I also cleaned up the intake and the various hoses, fuel lines and wiring.

Out with the old and in with the new; Nismo 740cc injectors.

I also removed the fuel pressure regulator and in its place fitted an AN-6 adaptor for the fuel rail as I’ll be running an adjustable fuel pressure regulator. I also replaced the stupid Phillips head screws for some hex flanged types.

GD V2 – Part 12

March 6, 2016

Still waiting for parts so I carried on with other chassis work and a little bit of engine prep. I’m going to be running an oil cooler this year and don’t like the oil filter sandwich plates, so I’ve got an adapter block and a thermostatic oil filter relocation kit. I’ve also mounted the additional oil pressure sensor for the new gauge.

I also made a rough balancing jig just to check the crank. Its quite crude and the bearings are quite small but it works surprisingly well. The crank is well balanced as an accurate scale could not measure any weight due to imbalance. I should leave it as is on the window sill as it makes for a nice sculpture.

Stripped and repainted the cam cover too. It was a tough decision to choose a colour, but I haven’t seen many yellow SRs. Plus it will go well with the green and yellow accents.

And finally more chassis prep; cut up the left hand of the frame for more patch work. Hopefully it will all be ready soon for some painting.