Splitter Aftermath

June 25, 2016

I thought it would be interesting to show the results of the problems I encountered with the new splitter at Imola. As posted earlier I had some serious chattering of the front splitter above 200km/h which was a bit disconcerting at those speeds.

The chattering was caused by the low stiffness of the front mounts which when air passed over the splitter at 200km/h it excited some natural frequency of the assembly, is what I’m guessing. Due to no straight passage to the frame I decided to mount the front supports directly to the bumper, which is clearly not stiff enough.

Luckily the splitter simply skimmed off the tarmac and didn’t decide to catch on to something, otherwise I would have been a pretty big explosion. Some scrapes under the splitter.

The front supports got battered pretty hard; I should probably go up in thickness. What I was very surprised by is the rear mounts; they bent backwards despite them being made out of 2mm steel which I thought would be more that sufficient for the location. Most likely they rearward force of the splitter hitting the ground caused them to bend.

Another interesting one are the canards which have bent downwards. These were never a problem, even at Monza I didn’t have any issues, but most likely this is again caused by the chattering of the splitter causing the entire bumper to rock up and down. The rocking in addition to the downforce obviously was too much for the brackets.

So the next move, as soon as the fuelling issue is sorted, is to address these issues and beef-up the entire mounting strategy, but it has been a great learning experience.


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 13

March 12, 2016

A few important parts have arrived which means I could continue with the rebuild. I cleaned up the crank and replaced the chain sprocket with a new one. There was quite a bit of wear on the old one as can be seem in the photo; the tooth thickness is noticeably smaller than on the new one.

I then reassembled the crank into the block with new ACL Race main bearings and Lucas Oil Assembly Lube, and then torqued everything up.

I’m still waiting for the oversized pistons to arrive so I decided to carry on with what I could.

New chain, tensioner and guide were installed and set, then replaced the cover with the oil pump with a new crank seal. I checked and cleaned the oil pump and it was in great condition so didn’t change anything there.

I decided to install the water pump as well just so I could see the new light weight Aluminium pulleys.

GD V2 – Part 9

February 7, 2016

Progress finally continues after a few busy weeks moving house. I’d taken the cylinder head and crank to work at Christmas so I could continue the engine work in Switzerland, and utilise their specialist tools to complete the job.

The head is now completely disassembled. It was great to learn how to dismantle a head and a lot easier that I had believed to be honest. It is now packed up, together with the block and front chain cover to be sent to be cleaned; the cylinders will then get their walls honed.

As the engine will now be out of my hands I’ve been carrying on with the chassis. The front suspension and brakes are coming off to access the strut towers for some repair. It will also allow me to replace the steering track rod and toe ends.

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.

October 15, 2015

September 22, 2015