Common Motors, with just more than 2 months left to hit the magical recall century mark, has now reached 76 recalls this year and surpassed 30 million automobiles in North America.
We missed several recalls because our last update, so here are a handful of of the most recent highlights (the full list, maintained by GM’s press office, is right here but does not contain the recall for the Corvette Stingray).
4teen 2013–2014 models have what GM calls “chassis manage module contamination,” in which one particular of the laptop modules can short-circuit due to “metallic slivers” and cause the automobiles to stall or not start off. A verify-engine or “Service Trailer Brake” message might seem. Incorporated are the Chevrolet Tahoe, Suburban, Traverse, Express, and Silverado HD the Cadillac CTS, Escalade, and Escalade ESV the Buick Enclave and the GMC Acadia, Savana, Sierra HD, Yukon, and Yukon XL. A total of 97,540 cars are affected in the U.S., of which 4500 are on dealer lots.
Almost 290,000 Cadillac SRX models from 2010–2015 have loose nuts in the rear-suspension toe-adjuster link that can trigger the SUVs to sway or wander in the lane at highway speeds. This may possibly inadvertently activate the stability control, produce loud noises more than bumps, and lead to the link to separate completely. Also incorporated in this recall is the uncommon-as-moon-rocks Saab 9-4X from 2011–2012, of which barely a few hundred had been constructed before GM sold Saab in 2010. By July of this year, GM had recorded 99 reports and warranty claims relating to the rear suspension on 2010–2012 SRX models and later decided to situation a recall. Dealers will replace the links or tighten the nuts as required at a later date.
Another 89,294 Chevrolet Spark models from 2013–2015 have secondary hood latches that can rust and cause the striker to disengage (these latches are what catch the hood soon after someone has pulled the principal release inside the vehicle). Considering that July 31—after receiving reports of hoods opening even though Sparks had been driving in Europe and 10 warranty claims for rust in the U.S.—GM has applied an improved anticorrosion spray to the latches. Dealers will replace the latch and striker at a later date.
Much more ignition-switch problems impact the 2008–2009 Pontiac G8 and 2011–2013 Chevrolet Caprice Police Patrol Automobile models. The keys are related to the integrated, retractable crucial blade utilized on the Camaro, which was recalled in June for the possible that a driver’s knee can bump the crucial out of the run position. As opposed to these repairs, the G8 and Caprice keys will not be separated from the remote fob new key blades will be reduce and reattached. A total of 46,873 vehicles are impacted in the U.S. Of these cars, 7598 (all of them Caprice PPVs) have faulty transmission interlocks that can let the driver shift out of park with out hitting the brake or eliminate the key without having engaging park. No injuries or accidents have been reported from any of these recalls.
General Motors, with just over 2 months left to hit the magical recall century mark, has now reached 76 recalls this year and surpassed 30 million vehicles in North America.
We missed numerous recalls given that our final update, so here are a couple of of the most current highlights (the full list, maintained by GM’s press workplace, is right here but does not incorporate the recall for the Corvette Stingray).
4teen 2013–2014 models have what GM calls “chassis handle module contamination,” in which a single of the laptop modules can quick-circuit due to “metallic slivers” and lead to the cars to stall or not start. A check-engine or “Service Trailer Brake” message could seem. Integrated are the Chevrolet Tahoe, Suburban, Traverse, Express, and Silverado HD the Cadillac CTS, Escalade, and Escalade ESV the Buick Enclave and the GMC Acadia, Savana, Sierra HD, Yukon, and Yukon XL. A total of 97,540 cars are affected in the U.S., of which 4500 are on dealer lots.
Practically 290,000 Cadillac SRX models from 2010–2015 have loose nuts in the rear-suspension toe-adjuster link that can cause the SUVs to sway or wander in the lane at highway speeds. This may inadvertently activate the stability handle, generate loud noises over bumps, and trigger the link to separate entirely. Also included in this recall is the rare-as-moon-rocks Saab 9-4X from 2011–2012, of which barely a couple of hundred have been built prior to GM sold Saab in 2010. By July of this year, GM had recorded 99 reports and warranty claims relating to the rear suspension on 2010–2012 SRX models and later decided to problem a recall. Dealers will replace the hyperlinks or tighten the nuts as essential at a later date.
An additional 89,294 Chevrolet Spark models from 2013–2015 have secondary hood latches that can rust and cause the striker to disengage (these latches are what catch the hood soon after a person has pulled the primary release inside the auto). Given that July 31—after getting reports of hoods opening even though Sparks had been driving in Europe and 10 warranty claims for rust in the U.S.—GM has applied an enhanced anticorrosion spray to the latches. Dealers will replace the latch and striker at a later date.
A lot more ignition-switch troubles have an effect on the 2008–2009 Pontiac G8 and 2011–2013 Chevrolet Caprice Police Patrol Automobile models. The keys are similar to the integrated, retractable crucial blade utilized on the Camaro, which was recalled in June for the potential that a driver’s knee can bump the key out of the run position. In contrast to these repairs, the G8 and Caprice keys will not be separated from the remote fob new essential blades will be cut and reattached. A total of 46,873 vehicles are impacted in the U.S. Of these cars, 7598 (all of them Caprice PPVs) have faulty transmission interlocks that can let the driver shift out of park with no hitting the brake or take away the essential with no engaging park. No injuries or accidents have been reported from any of these recalls.
Common Motors, with just more than 2 months left to hit the magical recall century mark, has now reached 76 recalls this year and surpassed 30 million cars in North America.
We missed numerous recalls considering that our last update, so here are a handful of of the latest highlights (the full list, maintained by GM’s press workplace, is here but does not include the recall for the Corvette Stingray).
4teen 2013–2014 models have what GM calls “chassis control module contamination,” in which one particular of the personal computer modules can brief-circuit due to “metallic slivers” and lead to the cars to stall or not start. A verify-engine or “Service Trailer Brake” message may appear. Incorporated are the Chevrolet Tahoe, Suburban, Traverse, Express, and Silverado HD the Cadillac CTS, Escalade, and Escalade ESV the Buick Enclave and the GMC Acadia, Savana, Sierra HD, Yukon, and Yukon XL. A total of 97,540 automobiles are impacted in the U.S., of which 4500 are on dealer lots.
Almost 290,000 Cadillac SRX models from 2010–2015 have loose nuts in the rear-suspension toe-adjuster hyperlink that can result in the SUVs to sway or wander in the lane at highway speeds. This may inadvertently activate the stability handle, produce loud noises over bumps, and cause the link to separate completely. Also incorporated in this recall is the uncommon-as-moon-rocks Saab 9-4X from 2011–2012, of which barely a couple of hundred have been built just before GM sold Saab in 2010. By July of this year, GM had recorded 99 reports and warranty claims relating to the rear suspension on 2010–2012 SRX models and later decided to problem a recall. Dealers will replace the links or tighten the nuts as essential at a later date.
One more 89,294 Chevrolet Spark models from 2013–2015 have secondary hood latches that can rust and cause the striker to disengage (these latches are what catch the hood after somebody has pulled the principal release inside the vehicle). Because July 31—after getting reports of hoods opening even though Sparks have been driving in Europe and 10 warranty claims for rust in the U.S.—GM has applied an improved anticorrosion spray to the latches. Dealers will replace the latch and striker at a later date.
A lot more ignition-switch troubles have an effect on the 2008–2009 Pontiac G8 and 2011–2013 Chevrolet Caprice Police Patrol Automobile models. The keys are similar to the integrated, retractable key blade utilised on the Camaro, which was recalled in June for the prospective that a driver’s knee can bump the key out of the run position. Unlike those repairs, the G8 and Caprice keys will not be separated from the remote fob new crucial blades will be cut and reattached. A total of 46,873 cars are impacted in the U.S. Of those cars, 7598 (all of them Caprice PPVs) have faulty transmission interlocks that can let the driver shift out of park with no hitting the brake or remove the crucial with no engaging park. No injuries or accidents have been reported from any of these recalls.
Extraordinary performance, unique handling, extreme aerodynamics and design that takes up the stylistic features of the Alfa Romeo tradition. This in brief is the new Alfa Romeo 4C, a driving machine without compromise that beckons drivers to take to the road or track to experience the thrill of driving it.
The Alfa Romeo 4C is a lightweight car where everything has been designed to provide total driving pleasure. That same essentiality shaped its design. The car expresses a “natural beauty” that results from a perfect blend of function and form. Its layout and size immediately brings one of the most beautiful coupés of all time to mind, the Alfa Romeo 33 Stradale. Like the legendary 33 Stradale, the 4C is designed to meet extreme mechanical and functional requirements. Its body aerodynamically ‘covers’; the engine and chassis with clean and essential surfaces.
Designed by Alfa Romeo engineers and built at the Maserati plant in Modena, this captivating coupé with 2 racing bucket seats uses materials and design solutions like carbon, aluminium, and rear-wheel drive derived from the 8C Competizione along with technologies from Alfa Romeo’;s latest models, all thoroughly revised to maximise the new car’;s sporting appeal. Proof of that lies in the new 1750 Turbo Petrol engine with direct injection and aluminium block, the sophisticated latest-generation “Alfa TCT” dry twin clutch automatic transmission and the Alfa DNA driving mode selector with the brand-new Race mode.
A length of approximately 4 m and a wheelbase of less than 2.4 m emphasise the car’s compact size while also accentuating its agility. The dynamic qualities of the Alfa Romeo 4C are confirmed by a weight to power ratio of less than 4 kg/HP (in base factory specification, not SA std.); it’s a value worthy of a ‘supercar’.
This vehicle quite simply screams Alfa. Its sports car soul creates unique driving sensations, both on the road and when racing, where velocity and transverse accelerations offer even the most expert driver unrivalled driving thrills: from 0 to 100 km/h in just 4.5 seconds flat, 258 km/h top speed, deceleration peaks in the range of 1.2 g and lateral acceleration peaks over 1.1 g. All this is also achieved with a balanced weight distribution, with 40% on the front axle and 60% on the rear.
If these figures attest to the outstanding performance and dynamic qualities of the 4C, there is one characteristic enduringly connected to every Alfa Romeo: ease in recognising one of the brand’;s models through other senses. Not only is it eye-catching, but the sound of the engine has also been emphasised with low frequencies and the classic roar of the exhaust.
In the same way it has been studied with particular attention paid to an enveloping seat design so the car can be ‘felt’;. ‘Body’; perceptions are felt inside and even more so – with an added thrill – at the wheel. The brake, for example, can be modulated when loaded to get the necessary feedback even in the most demanding braking situations. Steering, which has to convey as much ‘feel’; as possible, is unassisted, progressive and direct, and the accelerator is ready to handle exits from curves with as much acceleration as possible.
The 4C marks the launch of Alfa Romeo’;s global growth plan that, along with future models, is offered as a global brand that competes in the heart of the Premium market. The reason for developing synergies with the Premium brands of the Fiat-Chrysler Group, and Maserati in particular, which adds the strength of its history, its ability to innovate and its fame the world over. So in this sense the Alfa Romeo 4C supercar is a symbolic product with an extremely high level of quality and technological refinement that embodies the deepest values of the Alfa Romeo brand.
The annual production of the 4C Alfa Romeo on the major world markets is limited to only 3,500 units.
In this day of e-books, an undertaking to publish a book—an actual, tangible book made of paper and ink—can look virtually quaint. When you pick to publish that true, actual book on the topic of automobiles, the thought is not only quaint, but quite possibly sales-proof. A book about Corvettes or Mustangs might locate buyers, but a book about the Cord automobile, arguably the most sophisticated and sophisticated American vehicle of the 1930s? A car that ceased production almost 80 years ago? Such an endeavor would have to be driven by a true passion for the marque, not by some publisher’s bottom line.
And so it is with Cord Comprehensive, a book that is the culmination of a lifelong infatuation with that magnificent front-wheel-drive legend by its author, the late Josh B. Malks, and aided by the book’s art director/publisher, Robert Pease. Malks and Pease together not only owned a lot of examples of Cords, but Malks also spent years spelunking in the archives of the Auburn Cord Duesenberg Automobile Museum, researching the brief but pyrotechnical history of his beloved automaker. His initial operate on the topic, Cord 810/812: The Timeless Classic, became the reference book for the models, only to be supplanted by his far more current Cord Complete.
The use here of the word “complete,” is most likely inaccurate, nevertheless. “Comprehensive” may well be a much more fitting selection, or “ exhaustive” or “unabridged.”
No matter the wording the outcome is the identical. The book is an enormous tome, weighing in at a hefty 6 pounds, with 304 dense pages lovingly adorned with hundreds of diagrams, charts, period advertisements, and illustrations, as nicely as rich color and black-and-white photographs. Attentive readers will be rewarded with details such as the slipcase design that echoes the terrazzo floor of the Auburn Cord Duesenberg showroom. The style of the book’s cover pays tribute to the embossed service-manual binder offered to dealers. The cover itself is crafted in leather dyed to match the hide interior of Cords trimmed in green.
Here you will understand what variety of oil was utilised in the testing of the 810’s transmission (40 grade), how many featured the installation of a factory-engineered rear-mounted spare tire (6), and the diameter of the supercharged engine’s fuel line (3-eighths of an inch). Sadly, you will also understand how much the remaining Cord components, assemblies, toolings, dies, and patterns at the factory in Connersville, Indiana, were sold for in 1938 right after bankruptcy ($ 45,000).
As a piece of automotive ar2rk and history, Cord Full is now priced at a bargain equivalent to the company’s bankruptcy sale: The book’s price has been marked down from its original $ 159 to $ 80, plus $ 10 for domestic shipping. It’s well worth it—I bought a copy for my personal library. I recommend you do the very same.
So you’ve bought an old ASCAR on a whim, and it’s sitting next to an old tired Toyota AE86 Corolla that doesn’t run right. What do you do? Well, when you first suggest the idea that you will be melding the 2 into one, there are ‘some’ concerns from the worlds Hachi Roku fans. But as the build progresses, and the vision of Drif2rks company directors Phil Morrison and James Robinson starts to become reality, it quickly becomes one of the most popular drift car builds the world has seen.
So what is the goal of this build?
To create a unique and competitive drift car that allows the use of big tyres and a big NA engine, but is at the same time respectful to the original AE86 styling.
This is not the worlds highest budget drift build. We have recycled as much of the ASCAR as possible, and used our knowledge of building our past competition cars to hopefully keep this as simple as possible.
Below is a timeline / summary of the media surrounding the build of the car. There’s plenty of pictures and videos, and this page will be kept up to date with all future media, so please check back!. NOW LETS GET CRACKING!
A quick look over some of the ASCAR components as we take it apart: It’s an awesome bit of kit with it’s frock removed. LS1 engine, dry sump, Jericho dog box, Winters drop gear axle, AP brakes and some trick suspension parts.
For our international followers, and those too young to remember: An ASCAR is a low spec NASCAR built for the UK. It runs a very basic LS1 engine. The cars were built in the US by Howe Racing for a series held at the UK’s brand new (at the time) Rockingham Raceway. Aside from the engines they share a great deal of components with a real NASCAR. So as a donor car for an old live axle Toyota it ‘could’ work very well! Before we stripped it, we had to have a little blast in it.
Prepping the shell
The Corolla was stripped, and, Dynotorque, who are doing the vast majority of the build for us threw an LS block in to see exactly how much work we were looking at to get it in the hole.
Here’s a quick picture of the original 86 axle verses the Winters drop gear axle. There is a considerable size difference! It might be a tight fit.
The cutting out, and strengthening was started on the 86 shell. Phil had already had a lot of the car welded before it was ever intended for this project, but none of us anticipated how much prep and welding would have to go into this shell to make it structurally sound enough to handle the power and grip we intended to throw at it.
We mocked up the front suspension. The car uses Drif2rks CS2 Nissan S13 coilovers / Geomaster hub knuckles / Drif2rks lower arms / tension rods, all mounted simply using a modified original AE86 crossmember with an S14 steering rack fitted and some AE86 CS2 coilover top mounts. Then Craig set about clearance for the front tubs. We loved posting this picture on FB as people thought we were grinding into the actual block. In fact it is a cracked block Dynotorque use for mocking up LS conversions. I think that our AE86 is the 31st car that Dynotorque have converted to LS power!
Some slight clearance needed for the Jerico gearbox and prop.
New tunnel going in.
The car went on the spit so we could stitch / seam weld the underneath.
After many ear bleeding and lung filling days of grinding and welding it’s starting to look quite strong!
Nickson Motorsport take over for a beautiful T45 cage build and some further chassis reinforcement… One of the major criteria for Phil Morrison who will be driving the car, is that it’s safe. Which means a lot of metal has to go into a 30 year old shell. Yes you heard right. We’re not tearing every bit of metal out of this car to make it as light as possible, we’re adding a shitload in to make it strong and safe…. Luckily Nickson’s work is second to none, and he listened carefully, and delivered on this point. Nickson’s website is here Nickson Motorsport
The Throttle Bodies
The Jenvey Throttle Bodies arrived! We actually won’t end up using the carbon airboxes as it would need a huge bonnet extension which would suck!.
Here we’re looking at the rear tubs, so machine out the centre of some of our Rota MXR wheels normally used on the DW R32 to test it all.
And the other side, along with a new floor and mounts for the tank.
After getting ripped off by American Company: Thunder Racing for £3,000 of parts for the LS1, we decided to cut our losses and invest in a brand new crate LS3. Here it is with the dry sump and clutch fitted.
The engine sitting on its mounts ready for header fabrication
Here you get a small idea of the work that was involved in getting the engine low enough with the oil pan, whilst clearing the S14 steering rack that is custom fabricated to fit the AE86 crossmember.
The Winters rear axle came off the Nascar with 3.5* negative camber on one side, and 3* positive on the other (as it was designed to go round in circles). We really wanted to run it with -0.5 negative to have a good compromise between drift and track setup, which meant ordering and replacing the outer tubes on the axle. First they go into the freezer for a night to shrink the metal.
Then into the press! Or if your press isn’t big enough, use a 4 post ramp with your mate’s really sweet Camero on it!
Here it’s reassembled
And back in the car with it’s custom dropped brackets laser cut from stainless. These amongst other parts are made to help give as much traction as possible!
You can also see how huge the wheel wells are in this shot.
Some of the pipework is now going in along with the dry sump tank. You can also see one of our Drif2rks hydraulic handbrake handles!
We want to use the ASCAR AP brakes, but as we’re using Nissan 5 stud front hubs we had to make some new bells and brake bracket adapters.
Thanks to Rota Wheels for lending us some wheels to check clearances and offsets, We are one of the biggest Rota wheels dealers in Europe, and have a great working relationship with the guys.
Huge thanks to Samco for supplying all silicone hoses for the project.
We got the car on it’s feet and on the scales. It’s still got a load of parts and weight to go in, but it’s a promising first figure of 946kg in it’s current state. At this point we estimate a full weight of 1100-1200kg
Craig made the shroud for the rear Drif2rks SuperCool radiator using recycled interior panels from the ASCAR. This shit’s more environmentally friendly than a Prius!
James got stuck in to routing the rear perspex screen.
Craig then set about making the exhaust
The whole system has perfect ground clearance, and we used a couple of decent quality low profile Magnaflow boxes to take the edge off the inevitable volume.
Here’s Craig Taylor, the man himself from Dynotorque showing you that perfect ground clearance on the exhaust.
First fire up
We started the car for the first time – It’s on a generic map so won’t run properly yet..
And here’s the first time Phil ever drove it. Just onto the trailer on its way to Protuner – Still without a map so almost impossible to drive.
And here’s a quick cameo from Greg at Protuner, running the new engine in on the dyno.
Unfortunately then we got some not so great news: The second time we went to the dyno after changing the oil. The car was partially mapped, and it made 560bhp, which is very good for the spec. However it developed a small rattle. On investigation all of the shells are worn, and one of them had deformed slightly. Everything was spot on with the car with new oil and great pressure. The issue appears to be that the dry sump system is aerating the oil. So we are replacing the shells and invested in one of these.
The Arches
Magic Aero were the company we tasked with the aero on this car. You can check them out here: MAGIC AERO FB PAGE
Phil is incredibly particular about how a drift car should look, and lots of the many weeks of work done to the shell, were done to ensure that it could ride super low despite the 18″ / 17″ wheel setup. Paul from Magic Aero and Phil had many discussions, and it was agreed that they both had the same thing in mind, so Paul came to stay in Birmingham for 6 days for the original stage of the design process.
Expanding foam is poured into makeshift cardboard boxes to give a block ready to model.
When we first posted this picture, some people thought that this would in some way reflect what the arch would look like….
Many days of pouring and sculpting later, Paul and Phil had settled on the arch design, and are very happy with the overall look, which ticks the most important box of all: To be truly respectful to the original 86, despite the MASSIVE wheels…. “Hey everybody! Come and see how good I look!”
At that point Magic Aero pull the whole foam plug off the car, and take it away to make the first set of moulds. There are 3 stages to the moulding, then re-sculpting and moulding process before we will receive a finished product. Even at this early point Magic Aero have put around 60 hours work into the car.
So now the car has essentially been 95% built, and kind of driven. So it can finally be broken down for stripping and paint. So back to Dynotorque it goes:
And it was delivered to Soda-Blast-Systems UK to take care of removing all the remaining paint and mess from all of the welding. They are a Midlands based company, and you can check them out here: SODABLASTINGLTD
After blasting – How much better does it make all the fabrication look!
Because of the weather and a lack of an enclosed trailer to get the shell back to Drif2rks, we had the Soda-Blast guys prime the car too. They did an awesome job.
And the car was brought back to Drif2rks, where Phil would take on the unpleasant job of a few days of structural foam reinforcement and under sealing.
And Paul from Magic Aero’s back with the first set of moulds and overfenders
They still need a lot of work at this point.
The wheels arrived from CCW in the States! They are 17×9 ET-15 5×114.3 front, and the rears are 18×10.5 ET-15 5×5″. We received them unfinished as at this stage we were on an extremely tight deadline to get the car ready to show at Autosport international on the British Drift Championship stand.
The wheels would be powdercoated Satin black centre and gloss black outers. Sacrilege to some to paint a polished lip! But all part of the bigger picture of making this car look right. Phil felt making the wheels black would balance out the fact that they are effectively way too big for a car of this size.
We’ve obviously been contaminated by all these parts from the US that we’re using in the build, as we thought it’d be a good idea to change our rig for the 2014 season to a jacked F250 XLT SuperDuty and Pace trailer.
Time for paint
We had dropped off the shell at a local painter, who we have used for years. Collecting it was supposed to be one of the major high points in the build, as finally all the hard work that Dynotorque and Nickson put into the shell prep would be shown with it’s shiny covering of bright orange paint.
Unfortunately that is not what we saw when we arrived. The paintshop had possibly done the worst job possible to the most important car we have ever asked them to paint. See-through thin paint over the entire car. It looks more like brown than orange it was that thin. There were areas missing paint completely. It was an overall completely half arsed terrible rushed job.
After 12 months of more work / stress / cost than most people could have ever imagined, we literally could have cried. The worst bit was that he wouldn’t even admit it was a terrible job. His words “no, that’s the best that any painter could do. I won’t re-do it”. The car was promptly removed, and we set about finding someone to sort out this complete mess, as we were now put back massively on a ridiculously tight deadline to get this car assembled and to Autosport.
Our buddy Paul Jackson came to the rescue. He only normally does small smart repairs, and his ‘booth’ was our dusty freezing cold second unit at Drif2rks. We painted until the middle of the night, and pushed the car into our new Pace race transporter with a gas heater in there to cure the paint. It came out AWESOME! We can’t thank Paul enough for stepping up under such difficult circumstances.
After a night curing the paint, we got the car back into Dynotorque to start assembly (very gently).
Craig worked his ass off, and things started to go back together very quickly.
The Oil Aeration in the dry sump system had done more damage to the crank than we’d originally thought. So we decided to pull it apart properly and fit some new parts. It’s still a relatively simple spec of a standard balanced crank and rod setup, just with some forged pistons, a lairy cam, valve springs, pushrods and roller rockers.
The damage to the old crank.
And the new forged pistons going into the block. The crank, rods and pistons were all balanced in the states for us by a company called Nook and Tranny who are great to deal with.
At this point Phil started work on the fibreglass doors and the bootlid. They were ‘rally spec’ parts, and quite honestly we’d never seen fibreglass with such a bad finish before.
The TRD spoiler was glassed to the bootlid and Phil set about making it look like it was meant to be there.
I think this photo was taken about 2 days into the relentless sand/fill/sand/fill process. The patience was wearing thin.
All coming together
Meanwhile, the awesome Cobra Sebring Pro seats turned up. Huge thanks to Cobra for getting them sorted!
And local Alloy Wheel refurb specialists Speedwell Tyres are doing an awesome job on the wheels. They also did a great job of all of the general powdercoating on the car, like the crossmember, panhard rod, hinges etc. Check them out here: SPEEDWELLS
And to mount the rear wheels we had some custom wheel studs made that convert the ASCAR Winters rear axle to an M12x1.5 stud. Keeping the NASCAR style quick start dome heads that theoretically eliminate the chance of cross threading during our ever so frequent wheel changes.
We’d had Paul Jackson and another buddy, Twin, come in to finish the prep and paint on the doors and bootlid which came out very well again, especially considering our unideal paint booth (the toilet in our other unit).
Once again our temporary ‘drying booth’ came in handy.
They were fitted, and Phil and James spent an age drilling and mounting the NACA ducts in the bootlid to vent air into the front of the radiator.
Speedwells finished painting and assembling the new wheels!
The engine was back in, using some Pipercross filters on the Jenvey Throttle Bodies.
Phil had a go at the bonnet, and quickly gave up… Damn massive engine!
Off to the Dyno
So it was loaded up to go back over to Protuner. The stupid tall rear tyres fitted here are our dyno tyres. They are 275/40/18 and give us the ground clearance needed to keep the rear lower arms off the rollers.
It had a long running in session, then an oil change for some Motul 300v
Then a quick map. At this stage only taking it to 6900rpm. It made about 585bhp again, and 610ft/lb torque. After there’s a few more miles on the engine we’ll be revving to about 7400rpm, which will really bring the massively peaky cam into play.
A little throttle blip after a pull
Meanwhile, ‘oop north’, Magic Aero was busy making the second version set of plugs
And the moulds
Testing with smoke
Craig wasn’t looking forward to this job. The rear firewall between Driver and the hot radiator / oil tank etc. It’s made from thin aluminium shaped around the back of the seat (which sits through the main hoop of the cage)
It was then flocked by Speedwells, and although it’s difficult to see, there’s 3 pieces of perspex fitted and sealed around the cage at the top. You can’t see much in the mirror as the NACA ducts in the rear screen warp everything, but it was done so we didn’t make the cabin claustrophobic.
Here you can also see the extended steering wheel boss made that’s mounted to the Drif2rks Nardi steering wheel. The clear pipe is a filtered cold air feed that goes into the top of the drivers helmet.
We had a little smoke test to see where the leaks are that need filling.
One of the small things that bugged us that you can see in the 2 pictures above is the lack of black trim around the front side windows, so they were removed, some lines masked and painted in a satin to match the trim colour of the rear side windows. A set of carbon mirrors were fitted as well.
Magic Aero came back to Drif2rks to check the fit on the version 2 overfenders. These are still not the final items, they are just to get us to the Autosport show, but they look incredible!
Paul Jackson again came and painted them for us. Again he had the privilege of using our incredible spray booth: The bathroom in our second unit.
And the bumpers were sprayed black
Ready for Autosport
And the day after, after months of work by lots and lots of people, the car is visually almost complete and ready for Autosport.
Off to Autosport it goes:
So we made it to the Autosport show, and the car went down very well with our friends. But it is being used competitively this year, and as we all know, new builds have their teething problems and bugs to be worked out. So again we push to complete the mechanicals and electrics so we can actually test the car.
We weigh the car with half a tank of fuel, (we haven’t set the corner weights yet) and we’re very happy with the results. We always knew it was going to be quite a heavy car, so 1193kg is okay, but the balance is what matters, and a perfect 50/50 weight distribution should make this perform incredibly well.
First burnout test
You know what we were just saying about bugs to iron out? Well this was the first burnout test (an essential first test before heading to the track).
The first burnout went okay, the second not so much. We smashed the original ASCAR propshaft UJ which took out the nose of the diff, and a large portion of the exhaust. But heyho, at least we got to do one burnout
Some of the damage. This is what’s left of the bracket which mounts the UJ onto the front of the diff:
This was ‘inconvenient’ not least because we’d just received a parcel from Winters Axles in the US, so had to order again. However they are a great company to deal with and quickly we had everything we needed to repair the front yoke, replace a slightly leaky seal, and at the same time replace the unpredictable detroit locker LSD with a spool (a completely locked diff)
It’s easy to forget how massive this axle is when it’s hidden underneath the car.
All apart, ready to get complicated!
Phil and Craig fitted the ring gear to the spool, then set about shimming it. Doing this is quite tedious on a live axle, and even more so on a massive heavy one. They had to call upon a third man (James) to stabilise the one half while Phil lifted the other half on and off, and Craig did the shims…. Fun!
It came back together nicely though, and was shortly back in the car and mated to a new much stronger propshaft made for us by Dave Mack Propshafts.
Dry sump change
After the rather quick expiry of our first engine in the car, we still had that little question in the back of our heads: “Have we completely solved the issue with our dry sump system?”.
We fitted the Spintric air oil separator which we’re confident has solved that part of the problem, but after speaking with Gary from Armstrong Race Engine Systems for nearly 3 hours while he was over at the Autosport show, he showed us some potential other issues with the Moroso oil pan setup we’d used from the ASCAR, and we decided to eliminate this doubt from our minds and take the plunge by replacing the sump, pump and a few other components.
The new ARE dry sump parts are beautifully engineered.. Unfortunately we’re going to have to modify the sump to clear our crossmember as we suspected, but this will be done while bolted to Dynotorque’s dummy block to eliminate the chance of warping while it’s TIG welded.
Craig loves the thought of milling brand new very expensive parts.
While Craig was in the mood for some fabrication, he got onto making a drop mount for one of our tow hooks to come through the original hole in the bumper.
The front was a lot easier and just bolts to the chassis rail.
We’d had some issues getting the coolant to bleed, so we made a huge filling pot for the highest point of the pipework, this obviously is removable, and has worked perfectly.
And Paul from Magic Aero’s back (He can’t stay away!) to make the final plugs and moulds.
We’re giving ourselves a little more clearance on the rear arches, not to have more of a gap between arch and tyre, but so we have the ability to run bigger tyres at a later date if we need to.
Paul’s then done a lot of prep work, and is taking final mould actually on the car, which he will pull and take away to create the final arches in some posh semi flexible material.
Here’s the car as it stands with the gel coat layer of the mould applied. This will be left to go off a little before the fibreglass is applied. Then the lot will be left overnight to cure, and will be removed tomorrow.
The moulds finished and cured:
It takes quite a lot of effort to release them. The plug (completed overfenders) come off with the mould, as Paul has to complete the finer parts of the mould on the bench, like the edges around the lip. This is much easier to do on the bench than upside down while on the car.
Back in Fabricationville (Dynotorque) Craig’s making a mount for the Race Technology Dash2 – This is a great dash. Check them out here: RACETECHNOLOGY
While fitting the dash, Craig’s also wiring the Cartek wireless steering wheel buttons.
Craig wired in the front facing brake light required for the 2014 regs:
Does it drift?
We then managed to get a very last minute first test session in at our local track Birmingham Wheels. The car is brutal! A rear caliper bracket span on the axle so we lost 90% of our braking on the first run, but thought we’d carry on anyway, and managed to do 2 new sets of 285 Federal RSRs to the cords.
Delivery from Mr Magic Aero. The final overfenders! Made in a semi flexible and very strong Kevlar weave. With a nice touch on the back as well!
And we found a new local painter to prep and paint them in a bodyshop instead of the toilet here
. Looking at the quality of the ‘out of the gun’ finish, I think this one’s a keeper!
Craig has had the car next door again for a few days. The new Alcon clutch is in.
And he’s currently working on the optional rear silencers. These will not be used unless absolutely necessary for track DB limits.
And we got our air tank back from testing. It’s now filled with 4,000psi. Lets hope that’s enough to lift our heavy car.
Turns out it is enough pressure! Airjack test video!
Mr Magic Aero’s back in the DW house today! This time to have a look at the bonnet! Phil didn’t want a hole and was worried about a bonnet bulge being too big. There is a plan though! It involves cutting down one of the fuel rails to give much better clearance, and creating a subtle bulge. We’ll see whether it works out!
The plan for the bonnet worked! It was a rushed job so needs refinishing at some point, but Magic Aero did an awesome job! Looking at previous pictures you wouldn’t believe that the massive V8 is underneath there!
Finished article
We got the car back to Birmingham Wheels for the Banzai Magazine photoshoot, which was a lot of fun! Here’s some of Rich’s photos.
With just 5 days before our first round of the season in a brand new car, we finally got to properly test the car. Of course it being a brand new very complicated build, it wasn’t long until we broke it. But that’s already being fixed, and over all the test session was very useful. As this video shows, if it’s possible to learn to tame this wild thang, it might end up being quite competitive.
Warning, it isn’t a great quality video, but the soundtrack makes up for it.
Thanks and Spec List
Thanks to all the people that went the extra mile to help us make this car what it is:
The whole staff at Drif2rks
Paul Jackson and Twin
DW86 Specifications:
Engine:
Chevrolet 6.2L LS3 V8, Balanced crank, rods and Mahle forged pistons, 259/275 .624/.624 Comp camshaft, Comp Cams rocker / trunion upgrade, springs retainers & pushrods, ARP head and rod bolts, Clevite bearings – Spec and Build by Dynotorque.
Jenvey independant throttle body and linkage kit.
A.R.E. Dry sump kit, modified pan by Dynotorque, custom AN12 Aeroquip lines and fittings, A.R.E. Air Oil Seperator
Dynotorqe custom stainless exhaust with Magnaflow low profile boxes, and optional additional Silencers.
ATI underdrive Harmonic Crank Pulley
Samco Silicone hoses throughout.
Dynotorque custom hard pipes for the water.
Engine Mapped by Protuner
Drivetrain:
Quartermaster / Alcon triple plate clutch and super lightweight flywheel
Jerico 4 speed dog box
Winters quick change Nascar axle. 10″ spool diff.
Custom Dave Mack propshaft
Chassis:
By Dynotorque: Stitch and seam welded reinforced chassis, enlarged front and rear wheel tubs, fabricated transmission tunnel, engine & gearbox mounts, Panhard mount, Airjack mounts, rear upper suspension mount, all custom brackets and fittings. Rear bulkhead. Towing eyes. Petrol Tank cage.
By Nickson Motorsport: T45 roll cage, Nascar style doorbars, additional turret reinforcement and lower Apillar leg protection, seat and harness mounts.
Blasted and primed by Soda-Blast-Systems UK ltd.
Aero:
Magic Aero Drif2rks edition wide arch front and rear kevlar overfenders
Magic Aero custom fibreglass bonnet.
Fibreglass doors
Fibreglass bootlid with TRD spoiler
Bodywork, foam strengthening and paint by Paul Jackson, Phil and Twin.
Powdercoating by Speedwell alloys.
Suspension:
Dynotorque modified front crossmember for Nissan S14 steering rack
Howe Racing rear 4 link alignment arms with adjustable pan.
Dynotorque lower dropped links.
Brakes:
NASCAR AP Racing 6pot front, 4pot rear. Custom front bells.
Wilwood pedal box
Wheels:
CCW Classic – Custom finish by Speedwell alloys
17 x 9 ET -15
18 x 10.5 ET -15
Custom wheel studs.
Electrics:
Complete custom car body loom by Dynotorque
Emerald ECU. Loom by Dynotorque.
Race Technologies Dash2 dashboard
Cartek wireless steering wheel controls
Interior and Safety:
Custom steering wheel spacer.
Dynotorque fabricated dash mount.
Driftshack Stiggy flocked dashboard
Cartek electronic battery cut off
Filtered air pump to feed air to drivers helmet.
Modified standard heater matrix /screen demist.
Dynotorque fabricated rear firewall made from alloy and perspex.
Weight:
1193kg with 50/50 weight distribution.
Power:
585bhp and 610ft/lbs torque (first map before the revs are raised)
Written by Phil – Drif2rks Posted on March 26, 2014. Filed under . You can follow any responses to this entry through the RSS 2.0. You can leave a response or trackback to this entry
Written by Phil – Drif2rks Posted on March 26, 2014. Filed under . You can follow any responses to this entry through the RSS 2.0. You can leave a response or trackback to this entry