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Race car updates:
09/01/2011 -
Currently, the Eclipse is Turn-Key ready for racing! There have been numerous changes since the last update including an entire chassis wire harness relocation and rewire, 8.50-Spec NHRA roll cage, parachute bracketry and window net, new driver safety equipment, etc. The fuel system has been updated to FIC BlueMAX 1650cc primary injectors, Bosch 1600cc secondary injectors and the quad-fuel pump assembly is working and set up for two seperate fuel systems feeding each fuel rail on a twin-pump setup. The secondary injectors and twin-pump assembly is controlled by AEM EMS based upon load and/or duty cycle. Currently, we are using a variety of fuels in the race car to optimize tunes including 93-Octane, E85, VP Q16, and VP Import race fuel. The best 93-Octane pass to date has been a 10.0@148mph, and the best VP Q16 pass to date has been a 9.94 @ 152mph (on a dying turbocharger). The dying Borg Warner turbocharger put down 835AWHP/612TQ SAE on a DynoJet AWD dyno in July 2011 with substantial axial shaft play and thrust bearing wear. The Borg Warner turbocharger has since been rebuilt with an upgraded 360-Degree thrust bearing from BoostLab and initial testing will start this month at the USA vs. Puerto Rico Import Wars at Great Lakes Dragaway.
The ignition system has been changed to a Dynatek ARC-2 version 1 ignition box, and a Saturn 200A alternator has been utilized for the charging system with great results powering quad fuel pumps.
The cooling system has been upgraded to a Davies Craig EWP115 electric water pump with pump/fan controller with custom Frontline Fabrication water neck and water pump blockoff plate.
The braking system has been upgraded from Wilwood "D" pads in front to Wilwood "BP-30" pads for increased brake torque. A Simpson parachute has also been installed for safe 150+mph passes at the track.
The race transmission that lasted 2009-August 2011 has finally exploded in grand fashion on a pass at the 2011 DSM Shootout and has been swapped out for a custom Evo 1 gearset with Ralliart front differential and a spooled center differential. Street driving has suffered from the spooled center differential in conjunction with a power steering delete and looped lines on a power rack, along with driving on Hoosier QTP's. The spool will likely be swapped out for the TMZ-Spec 4-spider center differential once the race season is over.
Current projects include a tubular front cross-member using a quick-ratio manual steering rack (in design phase) and cross-bar (already fabricated) to clear a downward facing GT42R turbocharger. 3" intercooler piping and 70mm throttle body upgrade is also coming soon when the race season finishes up.
More updates to come!
01/12/2010 -
Currently, the Eclipse is on jackstands to get some winter modifications to the fuel system, suspension assemblies, ignition system, battery charging and wiring system, safety stuff including the roll cage / window net / parachute bracketry, the clutch assembly, and drivetrain including the transmission and the rear differential assembly/rear subframe.
The fuel system will be upgraded in several ways. It is receiving a bolt-in fuel cell (Thanks to Andrew Kisner!), along with removing the twin-fuel pump assembly to be replaced with a quad-fuel pump assembly. The quad-fuel pump assembly will consist of a twin in-tank fuel pump hanger from Full Blown, feeding individual -6AN feed lines with twin in-line fuel pumps (one for each feed line), then running to each fuel rail, and a single -8AN return from the AFPR to the fuel cell. The system will be able to capacitate ~2000 Horsepower on gasoline, and ~1400 Horsepower on E98 ethanol. Should be more than enough capacity to meet my goals.
The suspension will be reworked with some different spring rate combinations, and more solid bushings being added to the vehicle to reduce excessive deflection at critical points.
The ignition system and engine electrical wiring harness will be reworked to capacitate an AEM Twin-Fire CDI ignition box, and the electrical wiring harness will be cleaned up for efficiency purposes.
The battery charging and wiring system will receive an upgraded 200+ Amp Saturn alternator relocated on the back of the engine to capacitate the additional fuel and ignition load, and the power wiring system will be upgraded to handle the additional current. The battery will be relocated and an ignition cut-off switch will be installed per NHRA safety regulations.
The roll cage will be upgraded to 8.49-or-slower 2010 NHRA specifications, along with the installation of parachute bracketry, and window net bracketry to maintain compliance with 150+MPH 1/4-mile passes.
The clutch assembly consists of a prototype Quarter Master gear-drive 7.25" V-Drive Rally Twin-Disk with custom clutch disks. This unit was tested throughout 2009, and is in the current process of becoming a production level clutch assembly for the DSM market that can handle over 1000TQ without clutch disk failure. The prototype design is substantially stronger over the current hub design and engages double the surface area of the input shaft, has double the rivets holding the hub to the clutch disk, and utilizes a fixed rear disk with a floating front disk assembly similar to a transmission hub and slider. This splined hub that the front disk floats on creates a much larger surface area for the clutch disk engagement surface on the input shaft, resulting in a much stronger clutch disk hub that won't strip its splines, or twist the input shaft splines on the transmission. The 2009 testing results were extremely positive as it withstood the abuse of very high horsepower/torque figures on the dyno, and could handle the heat and abuse of high-RPM launches at the race track without slipping or failure. The clutch also was very streetable for a multi-disk assembly, and in conjunction with a Fluidampr harmonic crank damper, had substantially reduced clutch harmonics and chatter when compared to a standard twin-disk clutch assembly such as the PTT or current production QM unit.
The drivetrain is getting refreshed, and receiving a few upgrades. A couple transmission combinations are being tested with front different differentials, and gear ratios. The stock viscous LSD rear differential is being replaced with an Evo 3 Clutch-Type LSD, as well as receiving an upgraded super-beefy 1/4"-thick steel plate rear differential cover with additional gussets and reinforcement mounting points. This unit was designed and produced by Andrew Kisner, and is a TOP NOTCH piece! The rear end will aslo receive some upgraded subframe and rear differential bushings to tighten up the rear of the car.
The rear brakes are also being upgraded to reduce unsprung mass while increasing braking capacity. This is a custom project that includes the usage of 11.75"x0.81" Wilwood scalloped vented rotors, Wilwood NDL calipers, and a hydraulic staging brake assembly to replace the OEM drum/cable E-brake assembly.
More to come!