There is nothing like seeing a race car in action. Even more, there is nothing like watching a race car move from a bare shell into a Global Time Attack Unlimited Front Wheel Drive class winning race car. William and Noreen Au-Yeung welcomed me into their store, Point Zero Audio and PZ Tuning, then opened the shop doors so that I could follow along on the build of this Honda Civic.
We have been working with Motovicity for the last few weeks to demonstrate the building of a potent Honda K24Z7 motor, built completely from in stock and off the shelf parts available from Motovicity themselves. We chose the K24Z7 as it is currently the OEM engine for the Civic Si and is relatively difficult to modify due to it's emissions bound cylinder head. Our goal is not to build a dyno queen or a drag motor but to build a strong K motor all from off the shelf parts with the intention of getting the most power possible on pump gas with the widest most useable powerband.
In the last two editions of our series we focused on the cylinder head and bottom end of our K24Z7. We swapped to an earlier model K20Z3 head to get Vtec on the exhaust side and and removable exhaust manifold and installed Skunk2 camshafts, Kelford valvesprings and Supertech valves better suited for turbocharged use. For the bottom end we added lower compression JE pistons and stronger K1 rods, removing the problematic balance shafts while we were in there.
Now it's time to finish off our motor.
by M-P Spierer
The Mazda 767B is the third of four IMSA GTP predecessors to the iconic 787B that took the overall race win at the 24 Hours of Le Mans in 1991. The 767B was first raced in 1989 and is widely considered a success due to its reliability and for the part it played in progressing Mazda to the top of the podium in '91. This heritage is important because the 787B marked the first and only overall Le Mans win thus far from a Japanese manufacturer. It is also the first and only overall win using a rotary engine. So let's celebrate that heritage and take a closer look at some cutting edge 1980's technology.
by Bart Hockerman
Since the first installment some time ago things have changed with the BRZ. KW has graciously supplied us with KW V3’s for use on this Project BRZ. With that in mind the 2014 SCCA Spring Nationals was the last event for us on the Feal 441’s. So we went out and gave them the last “Hoorah”. We brought home a solid 2nd and 4th place finish at the ProSolo and another solid 2nd place finish for the National Tour.
by Frank Ewald
Is there anything better than spending a weekend at Watkins Glen? How about spending the weekend at the Glen tracking your car? Maybe, tracking your car in an endurance race! How about three days of racing? 18 hours in total to push your team and your car to the limit. Top that off by getting on the podium twice - it certainly is nice. Even better, having a car running well is absolutely the highlight! To make it even better than that, telling yourself that you cannot attend and then getting a last minute call to drive a fast car at the full track in Optima Batteries ChumpCar World Series Memorial Day weekend event at WGI. Four hours Friday. Eight hours Saturday. Six hours Sunday. What a great weekend!
One of the biggest knocks against Formula 1 and Indycar is the lack of diversity in the powertrains. The rules are extremely restrictive which means all the teams use the same basic formula for their powertrains. Formula 1 uses 1.6L, 6-cylinder, gasoline direct-injection turbocharged engines with MGU-K and MGU-H energy recovery devices with batteries being the storage medium. There is a little room for creativity in the turbos, but that’s about it. All Indycars uses 2.2L V6 twin-turbo engines; i.e. boring. The engines used in Formula Drift have more variety than Formula1 and Indycar combined. Now, enter the World Endurance Challenge where there are only a few basic rules resulting in the most impressive and widest range of powertrain technologies in one race series.
Races 3 and 4 of the MotoIQ Pacific Tuner Car Championship presented by Motul brought us to AutoClub Speedway in questionably beautiful Fontana, CA. What was amazing was the weekend's cloudy and cool weather which yielded happy engines and good surface grip. The "roval" configuration utilizes the front straight and turn 1-2 of the NASCAR oval. But instead of continuing on the back straight of the oval, road racers are subjected to a brake zone from 130+mph to about 40mph for a tight left/right leading on to the infield road course. The majority of the passes at this track happens under brake zones and through the oval. With 3 very different cars with a variety of pros and cons each, it was going to make for a very interesting race.
By Mike Kojima
In the last edition of our series, we had focused on the engines top end switching to a an earlier model K20Z3 head with Vtec on both the intake and exhaust sides of the engine and a removable exhaust manifold all big steps in getting more performance.
Now We will be turning our attention to the engine bottom end, fortifying it for turbo power! Like the head, our goal will be to use off the shelf parts available in stock at Motovicity in the build. This engine is not some super esoteric custom build but one anyone could easily duplicate.
With the arrival of the BRZ/FR-S platforms here in the Autocross world they have taken hold as cars to have and enjoy. Everyone saw that the twins with very minimal preparation could do the job as good as or better than many cars that have had years of time money and tuning to the rules of the STX class.
Rally cars are awesome. They are small, nimble, and pack a lot of horsepower to roast four tires worth of carbon into some smoky state between solid and gas. Most rally cars are built to a pretty common formula for rally cars based on a strict set of rules. There’s also a lot of heritage that goes along with rally racing. But what if you raced where the rules were more open? What would you do?
Rob and Karla show you how to install a new wheel bearing, a hub and ARP wheel studs on Rob's personal track-ready Honda S2000.
As we left off in the previous installment, we’d completed our prototype suspension design, done some analysis on the springs and arms, and sent the dissected chassis off to the body shop to get some much needed love. Now comes the part that is almost as much fun as driving – bringing the design concept to life!
The Indianapolis 500 is an American icon. For 104 years, a 2.5 mile rectangular oval set in the Indiana countryside has been host to one of the longest enduring motorsports events in the world. The challenge is simple: build the fastest car you can. Tune it for maximum speed. Then, make it last for 500 miles at 225 miles an hour. Oh and make sure you do that faster than 32 other drivers. But cross that single yard of historic paving bricks first, and you join racing royalty. Drink the milk. Kiss the bricks. Have your likeness and name engraved on an antique silver cup. Be written into history as an Indianapolis 500 champion.
We quickly got our car through tech, got the Volks and RRs mounted, and headed onto the recently redesigned Driver’s Development Track at CTMP. It took three to four laps to get the car warmed up, a couple of more to be sure that it was ready, and then – with the GFB Electronic Boost Gauge set to 12 lbs – with Katie in the passenger seat we went hot. And literally started laughing and high fiving. On the way down in the RV Katie had a discussion with me that the car simply was not working. It was not fun. It was not reliable. All of that was forgotten as we could step on the gas and it would simply take off. Exiting the corner… at the apex… even before the apex. The Nismo LSD was literally better than I had even imagined – the car pulled like mad through the corners. After two laps I had to pull off. Katie knew it was to give her a turn behind the wheel – when in actuality it was because I was on such an adrenaline buzz that I had to park.