10

Overall the interior of the car is clean, simple and very tidy. The cars electrical functions and engine map selection is done via a Motec Membrane touch panel, which ties to the PDM15 power control module via a CANBUS. Very simple and does away with switch panels, contact switches, relays, fuses and a bunch of wiring.
 

A Motec CDL dash display with shift light handles driver information. 
 

For electronics, a Motec M880 ECU is used. A Motec PDM 15 is used to replace relays and fuses, the best way to clean up and simplify power distribution chores. A Motec ADL handles data logging.

The wire harness is built by James Lin using mil-spec grade materials by Raychem. Critical connectors are Deutsch mil-spec locking type. 

 

This is a Cool Suit unit that pumps cold water through Dai's driver suit to keep him comfortable on hot days. It also cools the filtered air being sent to his helmet. The brain works best when it is kept at reasonable temperatures.  
 

This carbon panel has the controls for the driver suit temperature and helmet air. Not having to deal with breathing tire smoke is a great drivers aid. 

 

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Comments
cheechthechi
cheechthechilink
Wednesday, April 11, 2018 12:59 AM
If you have a chance during testing or practice, it would be worthwhile to take some surface pressure measurements on the car, that would give you an idea of great areas do to ducting for the radiator.
Ztaal3
Ztaal3link
Wednesday, April 11, 2018 9:43 AM
Hey, first I must say the car looks amazing!

one question I have is as you mentioned the cooling of the waste-gates, what is the thought of not running actively cooled gates? Is the only reason added complexity, I would believe that would remove the issue.
Tofu-man
Tofu-manlink
Wednesday, April 11, 2018 2:02 PM
I saw during Formula D Long Beach what looked like heavy work was being done to the car...what happened? Did the clutch go out?
Mike Kojima
Mike Kojimalink
Wednesday, April 11, 2018 5:13 PM
Ztaal3-the wastegates are air cooled, competition cars are not like street cars so the duty cycle of the wastegate is way more extreme so cooling is an issue. The diaphragm is susceptible to heat damage if the wastegate is in an area where it heat soaks badly.

Tofu-Man- We broke the tip of the input shaft where it goes into the pilot bearing. The input shaft was whipping around and made the clutch stick. It was a weird failure that none of us ever experienced. All of the dowels were in place and we can't figure out how enough side stress was generated for that to happen. We were very lucky that Kyle Mohan spun, the car was seconds away from losing its drive.
Ztaal3
Ztaal3link
Thursday, April 12, 2018 11:40 AM
Mike- Yeah I know that it is air cooled, I was wondering if you couldn't run a watercooled wastegate to reduce the heat better. Also if there was a reason for not going with a watercooled one.
Mike Kojima
Mike Kojimalink
Thursday, April 12, 2018 11:47 AM
Ztaa13, the better solution is to move the wastegate a little like what we did so water cooling isn't needed. For race cars, you never want to add things which mean weight, unnecessary complexity and failure points unless there is no other solution.
midwest
midwestlink
Thursday, April 12, 2018 7:02 PM
Mike - Can you explain what you meant by header dimensions? Were you talking about runner length and diameter for exhaust tuning? If so, do you see any benefits to exhaust tuning on a turbo application? Do these benefits outweigh the added weight and increased manifold volume (response time)?
Mike Kojima
Mike Kojimalink
Monday, April 16, 2018 5:04 PM
Runner length, diameter, secondary diameters and length. Exhaust makes a big difference on turbo motors, the tuned length gets shorter with a turbo engine due to the higher pressure and temperature in the manifold. A properly tuned header actually makes the turbo response faster.
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