Track Bred EG6 Build… Part 37
So close! With majority of the build completed, it’s now down to the minor, time consuming things which need to be done to cap off the build. The car is at the stage now where it can finally be fired up for the first time. It has been a long journey to reach this point but I’m sure it will be well worth it given the changes made.
We take a look at the first start up, along with some additional bits and pieces that were added along the way. The redesigned front end has also been completed and ready to be fitted. In between waiting for some stuff to be completed, Jerry spent some time coming up with some additional aero for both the front and rear of the car. There is also some additional coverage of the car on the dyno.
For those who would like a full recap of this build, I’ve provided the link below…
It took some time to complete, but the front end is finally finished and ready to head over to paint…
Taking a closer look at the clean cut lines that give the illusion of headlights and also the lower portion…
Fender vents where the front meets the door…
A look at the hood area where you can see a series of vents which will aid in keeping the engine bay temperature as low as possible…
Jerry finally got the harness completed in preparation for the first startup…
Making some last minute adjustments before sending power to the motor…
Rastaman Tuned himself at work to get the motor up and running…
We have power…
A short clip of the first startup…
Everything went well with the first startup, from here the next step will be to get a decent map on the car and take it for some testing…
With the car back at home for the moment, Jerry had some time and decided to strip the livery from the entire car…
The intention is to redesign a completed new livery from scratch…
While Jerry was busy redesigning the livery, he thought he would swap out the end plates of the wing for some larger pieces…
The front end had finally ccme back from the paint shop and was fitted to the car…
Jerry opted to run the red and black theme throughout the front end, highlighting selective pieces…
With a silver trim around the black areas, pictured here on the fender vent…
Taking a few steps back…
A full view of the front end with some custom made headlight stickers which add to the illusion…
Various angles of the completed front end…
In the previous build, Jerry had plans of adding some additional aero. He started a design for a front splitter but was never able to complete it. As the car is now mostly completed he thought it would be a good idea to pick up where he left off on the design.
A closer look at the aluminum frame, while the splitter is still a work in progress…
Sadly from the time Jerry had the door made, the mechanism used for opening and closing them never worked properly. Jerry spent some time searching for another mechanism with hopes of having them closed properly for the first time in their existence.
A look at the lever which would be pulled backwards to open the door…
From the inside you can see the lever is attached to a rod which pulls a clip and releases the door…
While Jerry was designing a new livery, he made some changes to the windshield banner as well…
A first look at the redesigned livery applied to the front end…
A full frontal view along with the partial roof design bearing the SDRR logo…
A full view of the livery, from the front fender; down the side to the back of the car…
Jerry applied the Barbados flag to the custom sized end plates…
With the livery complete, and practically everything else done, Jerry took the car to the track for some testing to make sure everything was working the way it should…
Jerry had the Trac Tuff value cover, which was originally wrinkle black, sprayed in a red similar to the colour of the car. It really stands out in the engine bay especially with the addition of the “Rastaman Tuned” decal.
Sitting at the track…
A shout out to Chillyz Custom Shop for the work done throughout the entirety of this build…
With the new livery not only came custom end plates for the APR Performance wing, but also sponsor sticker places in the centre of it, visible from above…
Full view of the rear end, the big ass wing, the almost realistic taillight stickers and finishing off with a view of the suspension…
The first shakedown at the Bushy Park Racing Circuit went pretty good, there were a few areas which needed to be addressed. Mostly it was a chance for Jerry to get a feel for the car in its current state. Not only had he not sat in the car since its completion, but he had yet to be around Bushy Park since it had been renovated.
Previously I mentioned that Jerry was spending some time working on some addition aero for the car. Along with the splitter, he was also busy designing a diffuser…
A few angles giving you an idea of the fitment at this time…
This piece is still however in the development phase and is subject to change after some testing is done…
The splitter finally made it to the practical stage of development and was mounted to the car. This piece also maybe subject to change after some testing…
For added protection from any rubber or debris that the tires may pick up, Jerry added this aluminum guard…
To protect the Dailey Engineering dry sump belts and pulleys a similar block off plate was made…
Trac Tuff released their billet water neck, Jerry liked the design so much that he opted to purchase one and decided to swap out his K-Tuned upper coolant housing for it. The materials used with the Trac Tuff piece makes it more sturdy and robust.
Another new addition to the engine bay is this custom made air box…
Since the return to ITBs on this motor, Jerry has been toying around with the idea of fabricating an air box that will suck fresh air as the hood doesn’t have an opening. What you see here is a trial version made to undergo testing before the final unit is produced.
A rare piece found in circuit racing cars in Barbados is this CoolShirt Systems unit Jerry opted to go with…
The cooling unit contains ice, water and an internal pump that supplies cool water to the shirt through double insulated hose with quick, dry disconnects. The Coolshirt contains more than 45 feet of medical grade capillary tubing securely stitched on the front and back of the shirt. In addition, there is a temperature control switch which will allow Jerry to regulate the flow.
Even though Jerry made it to the track to do a light shakedown of the car, the motor was still no where close to where it needed to be. To aid with getting the motor to perform close to its peak, an appointment was made for some time on the dyno.
Upon arrival, the car quickly made its way on the dyno…
Strapped down and ready for some pulls…
Doing the necessary checks before they began…
A clip of the very first pull…
A few more…
A view with the air box removed…
A close up of the beaten Hoosier A6 tires after they went beyond their heat range…
To conclude, the car made 250whp on the road map which was loaded on for the testing at Bushy Park. Through additional tuning a further 20whp was extracted while cleaning up the mid range.
Now with a proper tune on the car, Jerry has decided to enter the next event scheduled for October 17th at the Bushy Park Racing Circuit.
That’s it for today’s post, thanks for taking a look and stay tuned for another update shortly after its first event.
Sol’s A80 Build… Part 5
I’m back with a long overdue post on this build. To be honest with all that was going on within the garage the Supra project was partially put on hold. Things quickly got underway once the novelty of the GT-R died down. For those of you who follow either Sol or TDSAutoMag on Instagram, would know the car has finally reached completion and is currently on the roads driving. However, I will be picking up where I left off and taking you all the way up to the first startup. I’ve also included some bonus footage at the end of this post.
For those of you who have missed the previous posts, I have provided the link below:-
Sol’s A80 Build…. Introduction
The Supra sat partially assembled for some time before a shipment of goodies arrived to finally get the ball rolling again…
One of the more baller parts of this build is this Hypertune intake manifold. To maintain accuracy of critical dimensions, the entire intake runner is CNC machined to accuracy within .005mm. This tolerance is well beyond the capabilities of most porting services. The Hypertune manifolds are designed to increase overall efficiency mainly in the mid to high rpm range, while still maintaining low rpm response. This specific manifold will provide a significant increase in mid range torque and is stated to be suitable for any application up to 1000hp.
A close up of the etched Hypertune logo…
The Supra is placed on the hoist and the wrenching begins again…
Another shot of the Hypertune manifold now with the fuel rail and I.D injectors mounted in place…
Scott made a serious effort to put in some work, and with that the motor and gearbox were installed…
Koyo full sized double core radiator installed, for efficiency purposes the standard fan and shroud was retained…
While test fitting the Hypertune intake manifold, everything lined up pretty good except for a minor adjustment needed to be made to the intercooler piping…
For the performance goal set for this project, the use of two Tial 44mm wastegates is necessary to ensure accurate boost control…
Even though nothing major was wrong with the standard engine harness, an upgraded Tweak’D tucked harness was purchased to ensure the engine bay remains as neat and tidy as possible…
Given that the car will mostly be street driven, special consideration was made to ensure that a responsive spool time was achieved when choosing a turbo for this build.
Onto the centrepiece of this build, the Precision 6466 turbo. The intended horsepower goal for this build and the 6466 efficiency range are relatively close making it the perfect match. With enough power being created from low in the rpm range the 6466 will enhance drivability and provide easy acceleration from any gear, to allow for a smooth delivery throughout the power band.
Based on experience with using a 6466 on his high 9 sec. Evo IX, the added cylinders and the additional CCs the 2JZ motor has over the 4G63; a calculated decision was made to increase the back end of the turbo from .82 to a larger 1.0 A/R to help with the flow rate in the high rpm range and to reduce exhaust gas restriction.
The Precision unit is mounted to a Full Race ceramic coated twin scroll T4 manifold which is designed to produce the ideal power band for 600-1100whp applications.
Additional views of the turbo, manifold and wastage setup…
Moving to the other side, a view of the Hypertune intake manifold with a 90mm throttle body installed…
Taking a step back you get a glimpse of the partially completed engine bay…
Previously, the car was equipped with an upgraded HKS ECU however with the advances in technology since this unit was released, Sol chose to go with a AEM Infinity unit.
The AEM Infinity unit is one of the highest in modern technology when it comes to programmable ECUs and is used in many builds on the upper scale of motorsports. It is labelled as the fastest processing aftermarket ECU on the market, which allows the Infinity to do more while being faster in a more stable programming environment.
Water/methanol injection can be found in any modern high power project and Sol made sure to include it with this build. The main benefit of water/meth injection is to prevent detonation, and in the process some additional benefits are gained. With the added air/fuel mixture being forced into the motor by the turbo, more heat is created, by adding water/meth to the air/fuel mixture it allows it to burn at a more efficient rate thus avoiding detonation. The result of reduced detonation will enable the motor to handle an increase in boost pressure and in-turn produce more power. The introduction of water/meth injection will raise the octane level of the gas being used, which for Sol is a big plus; taking into consideration that the car will be street driven on pump gas and factoring in our sub par octane levels, the use of water/meth injection will be perfect for his setup. With a higher octane fuel mixture, more timing can be added to take advantage of the increased boost pressure.
Water injection bottle neatly installed in its new location to the rear of the car…
Aquamist HFS-3 high flow water/meth injection kit…
From the time Sol purchased this car one of the must have pieces was this TRD carbon fibre spoiler.
A closer look at the carbon fibre end caps and mid section…
A full view of the back of the car to give you guys a better idea of how it fits…
Even though a decision was made to retain the 3″ titanium exhaust, Sol couldn’t help himself and went ahead and upgraded the latter portion of the exhaust to a Extreme Turbo Systems 4″ titanium piece with matching titanium muffler. Apart from the aesthetics and the performance gains this portion of exhaust is very lightweight, at just under 17lbs.
Closer look at the ETS muffler…
After the screamer pipes were fabricated and test fitted, they were sent off to Caribbean Powder Coating to be ceramic coated. A battery tray was fabricated to house the Braille unit which was also sent to be powder coated along with the coolant bottle in a wrinkle black finish. For any powder coating needs you can check out their Facebook page.
To give the front end a bit more appeal, Sol decided to go with a Paisley carbon fibre front lip…
Once all the pieces were fitted, the engine bay looked very impressive especially in comparison to its previous state…
An overhead shot to get a better view of how it comes together. As for the new additions to the bay, the turbo received a blanket along with a 4″ stainless steel intake pipe with a K & N filter. In the suspension department a Cusco Strut brace was added for additional rigidity.
With the additional boost the engine will be receiving via the Precision 6466 turbo, the pressure needs to be regulated and this is done through an Innovative Motorsports SCG-1. This unit also acts as a wideband air/fuel controller, programmable shift light and on top of that is capable of data logging. Another impressive feature the SCG-1 has is a boost cut safety that uses air/fuel ratios and pressure references. After the first boost cut it allows the motor to build boost, however if the there is another spike the uint will give you a warming that something is wrong. With all the technology poured into the SCG-1, it really is a great all in one piece to have for any serious build.
Well that is a wrap on this project at the moment, I will close out today with a few short clips of Sol finally being able to enjoy his extensive research, hard work and dedication to the fullest…
Startup video…
With everything checking out and after a tune, it was time to have some fun…
Thanks for taking this journey with me throughout the entirety of this project, at the moment there is nothing set in stone for future plans but you can be certain that Sol will continue to enjoy this car to the fullest as time moves forward.
TDSAutoMag 