Saturday, May 18, 2013
24 Hours of LeMons
MotoIQ Pacific Tuner Car Championship
The Ultimate Guide to Suspension & Handling
Extreme Engine Tech
Suck Squish Bang Blow
Project Acura NSX
Project Chevrolet Camaro (Gen 5)
Project BMW E36 323is
Project BMW E46 M3
Project Honda EJ Civic
Project Honda S2000
Project Honda Civic SI
Project Infiniti G20 Racecar
Project Infiniti G35
Project Ford Mustang 5.0
Project Lexus ISF
Project Lotus Elise
Project Mazda Frankenmiata
Project Mazda Miatabusa
Project Mazda V8 RX-7
Project Mitsubishi EVO VIII
Project Mitsubishi EVO IX
Project Mitsubishi EVO X
Project Nissan 200SX
Project Nissan 200SX SE-R
Project Nissan 240SX Land Speed Racer
Project Nissan 300ZXTT
Project Nissan 350Z
Project Nissan 370Z
Project Nissan BNR32 Time Attack GT-R
Project Nissan Pathfinder
Project Nissan Sentra SE-R
Project Nissan Sentra Spec V
Project Nissan Silvia
Project Scion FR-S
Project Scion tC
Project Subaru STI (Gen II)
Project Subaru STI (Gen III)
Project Toyota Starletabusa
Project Toyota Tundra
Project Toyota Supra Mark IV
Project VW MKIV Jetta TDI
Project VW MKVI Golf TDI
Project Sipster (Rabbit)
Project Aprilia RS50
Project Aprilia SR50
Project Ducati Hypermotard
Project Honda Ruckus
Project Husqvarna TE610
Project Go Karts
Beyond the Dyno
Fast Lap with Billy Johnson
Letters to the Editor
Revenge of the Nerd
Motovicity - Modern Muscle
Motovicity - Sports Compact
Performance Friction Brakes
Turn 14 Distribution
Page width and Font size:
You are here :
Turbosmart Time Attack FC RX-7
posted on August 22, 2012 23:00
Providing the start, stop, and turn are 255/35/18 Yokohama Advan A050 tires, 18" x 8.5" Advan Racing RS wheels in a +35 offset, and Project Mu brakes. The tire and wheel combo was the largest that could be stuffed under the stock fenders. The brakes consist of 4-piston calipers and two piece rotors with slotted discs.
The backside of the wheels and brakes package. Here you can see the mounting bracket used to position the caliper.
Connected to the front wheel is a simple and effective customized suspension setup from Bilstein Australia who custom valved and sleeved the Bilstein shocks along with adjustable camber plates up top. Eibach race springs were used with 10kg rates up front and 11kg in the rear. Relatively small diameter springs are used to enable a wheel and tire package as wide as possible. A Whiteline adjustable front sway bar along with Whiteline adjustable endlinks help further fine tune the suspension.
Pages: 3 of 6
Thursday, August 23, 2012 2:40 AM
It's a little disturbing how similar this build is to my Nurburgring FC build...and comforting at the same time. The main hoop base plate only looks partially welded, what's with that? I do think I'll be borrowing their wing mounting technique, as I have the same wing.
Thursday, August 23, 2012 3:21 AM
I wonder why the two kickers coming down from the main loop are not welded onto the shock towers (the FC has HUGE shock towers, so it shouldn't be too hard to tie in all the triangulation).
They're welded onto the flat floor instead. Anyone has any explanation?
Thursday, August 23, 2012 4:51 AM
My guess is a WTAC rule restricting number of points that can tie into the suspension mounting locations. That's just a WAG (wild ass guess) though.
Thursday, August 23, 2012 10:03 AM
What's kind of interesting to me in a way is that the "standard" rotary turbos seem to always work out to being on the larger trim side of things... 60-1s at 60 trim, the T04R/Z at 63 trim, etc. Or is that more just a matter of the larger trim turbos being more optimal at the lower boost levels most rotaries are running at? Anyone know what the inducer/exducer on CART turbos is like?
Also, I like how the power number is pretty similar to that of the Garage Revolution car from last year. 600 vs 650hp, but at 4psi less boost. Even if those numbers are just at the flywheel (they pretty much have to be) that's doing pretty darn well.
Thursday, August 23, 2012 1:06 PM
I'm in love with this car already, simple and fairly light at the same time. Engine bay still looks a bit cluttered though (not sure I could do better with a race-spec turbo rotary but I've never tried either).
Friday, August 24, 2012 3:22 AM
I wonder why there is no ducting for the rotors? Rules, or because the track isnt brake intensive?
I wonder what kind of diff they are using in that stock pumpkin.
Friday, August 24, 2012 10:36 AM
From the Turbosmart guys:
With regard to a couple of the questions, the main hoop is fully welded to the floor, it's just that the base plates have a fold in them so there is no gap. In the photo it looks like a big hole.
With regard to tying the cage together we got someone to do this for us but the result was not what we wanted so we cut it out again.
We will be fixing this up in the future.
Friday, August 24, 2012 12:13 PM
Remember that this is not so much a race car as it is an R&D car. Our CEO and staff also just happen to really like racing as well ;-)
There is a ton of sensors and wiring for datalogging most everything. There are also multiple un-used fittings and flanges for mounting various products on for testing.
It is a dyno/load cell on wheels.
Even our daily drivers are fully outfitted with dataloggers.
Sunday, August 26, 2012 10:16 PM
RotaryKnight: I suspect that since its a Time Attack car and only needs to go around the track a lap or two that it does not need brake ducts.
Tuesday, September 04, 2012 7:37 PM
awesome FC stuff, Marty keep us in the loop on all that hotness down under!
Only registered users may post comments.
MotoIQ Proudly Presents Our Partners:
Copyright 2012 by MotoIQ.com