When we last left our Project SC300, aka “Damnit”, we had just sat the new Fuel Safe/Radium Engineering fuel cell into the trunk area in order to mark out where we would cut. We had also removed the rest of the factory stock hard fuel lines to make way for our fancy new braided stainless lines that we will assemble ourselves. Now follow along as we mount the cell in place.
This is Damnit. All of my cars have nicknames, but this one earned its name long before I ever picked it up. I could write a book about everything that’s either been wrong or has gone wrong during the previous phases of this build. That being said, this is my first “real” race car. I intend to use Damnit targeting NASA Pro Racing’s ST2 class. Super Touring is a power-to-weight class with fairly open rules. Pretty much as long as you don’t move suspension pick-up points you can do a lot of things. ST2 is limited to 8.0:1 (lbs per horsepower) which, with a ~3200lb SC300 limits me to ~400WHP. Power, engine and other info will come in subsequent articles. Today, we're prepping to install a fuel cell.
by Bart Hockerman
We all know when Nameless Performance has an idea on how to increase the performance further on their designs they will put into motion a plan of attack and some awesome fab work. They are pretty much the most aggressive company I have come across in my years of dealing with manufacturers across the spectrum. Improving upon their design is one thing they are allowed to do when building parts per your order. You the customer get the most current fabrication of the latest, greatest part they can make at that time.
At Professional Awesome Racing, we take pride in thinking through problems and coming up with solutions that are as efficient and reliable as possible, all while fitting into a modest budget. We try not to do things that other people do just because “it’s always been done that way.” As you can read in our previous articles, this has lead to unique designs with our chassis/roll cage and powerplant. We like to think this same mentality translates into our fuel and computer systems and that’s the topic we’ll dive into today. So enjoy reading while sitting on your favorite throne or perhaps fire up MotoIQ at work with a finger quick to pop up a spreadsheet if the boss walks by.
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.
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.
by Nick Betz
There comes a time in a project build when you just have to throw everything out the window and rewrite your storyboard. Over the years we’ve been bolting on parts to Project E36 323is and not seeing the gains we were looking for. Sure it’s been fun but it’s time to make some real power. We had plans for an M50 manifold swap paired with M3 cams, bigger air meter, headers and throttle body but as the old adage goes, there’s no replacement for displacement, so that’s where our journey has taken us.
The Viper is truly a car built around its engine. In Part 4, we take Project Viper GTS to the dyno for a baseline power audit and see if our mighty 8.0L V10 is cranking out the factory claimed 450hp and 490lb-ft of torque. From there we add K&N replacement air filters and change out the disruptive corrugated plastic intake tubing for a set of ROE Racing polished aluminum smooth intake tubes to see if we can squeeze out a few more ponies.
Now that Spring has sprung here in the Mid-World, it’s time to get our 2014 Mazda3 ready for some autocross fun. We are planning on competing in SCCA’s Street Touring F category against MINI Coopers, Acura RSXs and Mazda2s, as well as other Mazda3s.
Whether it's high RPM, high power density, or for some, high failure rate, the word "high" is regularly used to describe various attributes of the rotary engine. Today we are fighting against the rotary engine's high inclination for dangerous oil temperatures and ignition break-up. This requires significant upgrades to both the oil cooling system and the ignition system...and by upgrades, we of course mean complete redesign.