When we last left Project Lexus SC300, we had been fabricating panels to secure all of the electronics. Even for something as simple as installing a few electronic components, it takes quite a bit of planning and execution in order to do it correctly. That planning and execution continues in this installment of the rewiring series, where we secure the Autosport Labs Racecapture/Pro2 data logger and construct other block-off panels.
The Yost Autosport BMW M4 endurance race car gets some power and cooling upgrades from GIntani and CSF Racing! Plus, we feed the beast with a massive custom Fuel Safe fuel cell and Aeromotive fuel system components. And more!
Our DC2 Integra was a great find, in near unmolested close to stock condition despite being a GSR and being over 20 years old. Most DC2's of this era have either been mauled by a few generations of ricers, stolen several times or kept as treasured garage queens behind locked gates only to be driven to meets or other special occasions.
by Nathan Brummer
We’ve gotten pretty familiar with Project S550 since our last update, having logged several thousand miles to date. While we’re still very much in love with the car, it has begun to reveal some of its quirks and shortfalls but, like any good relationship, we’re willing to work through these in exchange for our long-term goals. As with any good therapy session, it’s time to be completely honest and get all those ugly irritations and disappointments out in the open. We’ll start by recapping the issues we’ve encountered and then outline what we’ve done to address them.
Until now, Project M3's benefitted from increased power, braking, and handling performance, as well as nice improvements to the interior and exterior aesthetics. But keeping things cool under the hood is something we haven't touched on yet, and we do so today with an all aluminum radiator from Koyorad!
In the last segment covering the engine build on our 5.0 liter Mustang, we addressed the top end with CNC ported heads and camshafts from Ford Motorsports. Now it's time to fortify the engine's bottom end so we can have a screaming high-revving naturally aspirated Coyote engine that is still reliable.
Our target for this build is to have a safe 8000 rpm redline, wheel horsepower in the high 400 range and run on 91 octane California pump gas with reliability and track car endurance. We feel that this stuff is all pretty easily done.
The interesting thing about a massive (re)wiring project is that a really, really large portion of the project does not even involve touching wires. Think about it for a moment. Once the car is completely gutted, and you’ve made your electronic components selection, and you’ve plunked down your hard-earned pennies to get the electronics into your hands, you now have to figure out where to place everything. And, if you want to do it right, that means fabrication. Double stick tape only goes so far.
A proper race car is nothing without control and control comes in the form of a number of components that help one another work to their maximum efficiency. Tires of course are a huge part of control but just putting sticky tires on an otherwise stock car wont do you as much good as you think. You need a proper suspension setup to match.
Many of us out there, new or otherwise to our beloved car culture, don’t realize the difference between a track car and a race car and it has nothing to do with lap time. What makes a proper race car is not horsepower or giant tires it’s all about optimization of a given platform the only limitations being budget and a rule book. A proper race car has thousands of man hours into it on things that you’ll never see unless pointed out. A proper race car is re-built and re-imagined from the ground up.