Track Bred EG6 Build… Part 29
We return today with yet another interesting post on Jerry’s Track Bred EG6 Build. Moving forward with the custom redesigned front end, Jerry went ahead and saw an opportunity to add more rigidity to the chassis. And like every other post thus far, when I arrived Jerry had something additional to add to the build. I’ll stop right there and get right into it.
For those who would like a full recap of this build, I’ve provided the link below…
Taking a look at the additional rigidity that was a must after redesigning the firewall…
To be completely honest I really did not see where Jerry was going when I first heard of the plans but now everything is starting to take shape it’s becoming clear…
A view of where the firewall will stop and where the newly designed wheel arch will begin to give you guys a better understanding of what is going on.
A piece of pipe was added to each shock tower and tied diagonally into the roll cage at the level of the dashboard to increase the rigidity at the front. Where the pipes meet in the centre serves as the location to where the firewall will be placed.
Closeup of what would basically be a permanent and more effective strut tower brace…
Additional piping was used from two separate point on the roll cage and tied into the existing chassis that will also increase rigidity.
A side profile showing the thickness and location of the new firewall…
A better view of the progress that was made so far…
On the inside some significant progress being made with the firewall now fully welded in place and the beginning portion of the wheel arches starting to take shape.
A view from the left side, where if you pay close attention an additional piece of pipe was placed just above the location of where the oil tank will be mounted to tie into the upper portion of the roll cage running along the roof.
Dalarc Fabrications busy at work…
Varying angles from the inside and outside showing a rough outline of where the windshield will sit and where the dash will be mounted…
Quite a surprise here, the guys also decided to cut from the mounting points of the engine forward off and replace it with a lighter material…
A few angles for you guys to get a fairly decent idea of how things are shaping up or lack there of…
Shock tower to firewall to chassis connection…
Close up of some of the welding work that was done to join the firewall to the existing chassis…
Some of the welding work that was done to recreate a portion of the wheel arch to existing chassis…
Hard at work duplicating the same results on the other side…
While progress was being done on the shell, Jerry also had some progress being made on the inside…
Jerry had the header cut and provisions made for the thermocouple…
Oddly I found the 4 Piston Racing spec. Kinsler ITBs sitting on a box as if there were ready to be shipped back out…
As odd as it was I paid it no mind until…
I spotted the engine tucked away in its corner with a newly mounted intake…
The main reason behind the change from the 4 Piston Racing spec. Kinsler ITBs was the clearance issue. After having a few setbacks with the motor, it wouldn’t have been completed in the desired time frame and Jerry had to push ahead with the widebody kit. When the motor finally arrived, Jerry realized that there wouldn’t be enough room for the ITBs to clear the one piece front. This would mean, that in order for Jerry to use them he would have to take the car back with the motor mounted and have the front redesigned once more which would not only be time consuming but also quite costly. To avoid going to this trouble, he opted to replace them with Skunk2’s Ultra Series intake manifold.
The Skunk2 Ultra Series intake manifold has a three-piece modular design that allows for easy disassembly, porting, and plenum volume changes through the use of a removable plenum and optional plenum spacers. The Ultra Series Intake Manifold has undergone extensive dyno and on-car testing which has led to a design that is less restrictive, yielding both torque and power gains. The large 90mm throttle body opening, 87mm velocity stacks, and hi-velocity intake runners with smooth transitions allow the Ultra Series Manifold to outflow the competition.
But that is all well and good on its own, Jerry however, opted to pick up the 4 Piston Racing CNC ported Ultra manifold. With 5-axis CNC ported runners that drastically improve flow. The runner is reshaped to provide superior taper down to a port opening that more closely resembles that of your cylinder head, and to, remove casting imperfections.
Money shot!!!… Showing off the custom Trac Tuff valve cover, powder coated in a wrinkle black finish with their Trac Tuff coil plug cover to compliment it. Here you get a better view of the 4 Piston Racing spec. Skunk2 Ultra Series intake manifold. Being a big fan of the quality products K-Tuned produces it was a no brainer to go with their 90mm billet throttle body and TPS for this setup.
That brings us to the end of another post in this series, i’m going to leave you with a parting shot of the motor…
I hope you guys enjoyed it and stay tuned for more to come…
Sol’s A80 Build… Part 2
Who doesn’t like to see new parts? After spending quite some time researching key parts that would compliment each other and produce the desired result for this build; Sol has finally placed some orders. Today, we’ll be taking a look at some of the goodies that have arrived so far. I’m going to be honest, some of these purchases were quite a shocker to me when I arrived. He may have gotten a bit carried away but let’s be honest, we all do when it comes to spending on projects. We’ll also be taking a look at the beginning of the tear down and installation process.
For those of you who have missed the previous post, I have provided the link below:-
Sol’s A80 Build…. Introduction
This was my first surprise but why not have some additional stopping power…
This came in the form of Stoptech’s BBK which increases the rotors at all four corners to 355mm. and increases the caliper sizes to 4 pots at the rear and 6 pots on the front…
TRD goodies…
For that occasional spirited drive, Sol decided he would upgrade the sway bars…
After making its way from the flywheel the next component the power reaches is the clutch. Not wanting to skimp in this important area and already having to change the clutch, a OS Giken twin plate unit was purchased to handle the load. This unit was chosen also for the loading capabilities, which can safely take roughly anywhere around 800whp before starting to slip. OS Giken has improved on the pedal force necessary to operate the clutch which makes it ideal for street use but strong enough to handle circuit, drift and drag use.
Included in this change was a OS Giken pull to push throwout bearing conversion. After reaching a certain amount of hp/tq when using an aggressive clutch, the throwout bearing pops off from the diaphragm springs. By converting from a pull to push throwout bearing it eliminates this problem.
On the topic of power, Sol went the extra mile and purchased a Powerhouse Racing one piece driveshaft. This particular driveshaft is rated for 1000whp, with the goal in mind for a streetable 700whp this should do just fine. Along with the security of knowing this driveshaft will hold the power, it is also known to improve street driving and reduce vibration.
Sol went with a well renowned name when the time came to ensure the power has a reliable path to the ground, in the form of a OS Giken 1.5 way LSD. When entering into a corner with the throttle closed, the spring inside the pressure control ring will react accordingly and immediately return the differential’s internal components to the original initial torque settings and thus creating less under-steer. However, with a conventional differential, there will be a lapse of time before returning to the initial torque settings, as it takes time for the cone springs to react and make contact with the friction disk in order to close the pressure ring. On acceleration the differential will lock providing equal distribution of torque split to each wheel improving stability and traction.
Working our way over to the suspension, Megan Racing traction rods and toe adjustment arms were sourced…
No area was left untouched…
Even though the car currently has Tein suspension, they found a way to convince themselves that HKS Hipermax GT IV coilovers were necessary. But to be fair, with 30 levels of adjustments to fine tune for street or track day use it then starts to make sense as to how it would be a worthy upgrade. After going through various reputable reviews, the GT IV coilovers have the perfect balance between comfort and performance for the A80 chassis.
A closer look…
Going up…
A look at the under-body showing the stock suspension arms and Tein coilovers before the new parts are installed.
Stoptech BBK installed and looking very baller behind the CCW wheels…
Under-body eye candy now all the suspension pieces have been installed along with the OS Giken LSD…
A closer view of the suspension setup now installed…
Gearbox dropped and preparing to swap out the current clutch setup…
The completely toasted clutch disc that came out; the new replacement will be a drastic improvement…
That’s it for today’s update, thanks for taking a look and stay tuned for more to come…
TDSAutoMag 