My rides almost done and its time to share the build with some photos you all might enjoy.
this all began in 2009 with a 1991 chassis I bought from a close friend who had it stored in a barn for little over 5 years. He had it passed down by his father who was the original owner and daily drove the car. It was dealer maintained for life until it was parked. It had no rust but the paint was peeling and every bit of rubber was rotten when i got it. First year it was painted and I found it was totally rust free and original! I installed all poly bushings, 8k/6k eibach springs and Koni yellows, some nice wheels and tires and daily drove it. It is my first DA and I fell in love with the car. Next year everything was restored to like new with OEM parts here and there as I planned my build.
So fast forward to 2011… reviewing so many good cars I didnt see the value in just building another turbo DA, unless it was different. K swap was too new and after much research and planning I decided it must be a Track only vehicle, but must fit into a street legal class to allow me to run the car in a daily driver (SCCA sponsored) track day events - hence the sleeper looks. The plan is to run against top dollar supercars with simular times. I am too busy to bother running a career and being confined to some rulebook. And besides, there are way too many supercars here in British Columbia to target more hondas, rather be an underdawg.
So this DA is built on a full 4340 Billet rotating assembly by Crower with a Dart tall deck racing block with MID’s sleeved by Darton themselves - mine put them in the catalouge for the Tall Deck Dart blocks. Endyn CNC race preped head and built for boost and extreme RPM’s . The chassis mods requird extensive machining and everything needed reworking but was completed with “ideal functionality” in mind. It uses NSX master cylinder, TL TypeS front brembo calipers and NSX 38mm piston rears, 12.5" front and 11.25" rear custom Coleman Racing rotors with perhaps the first BMW DSC integrated to manage the dynamics. It works very well and the electronic brake force distribution, hill hold and corner brake cotrol with antifade tech creates superbike like braking on NT01’s! Its hard to get heat into these brakes below 200kph. DSS 5.9 front axles and quaife LSD on custom geared 1993 cable housing trans with 1994 customized internals. I choose cable housing for consistancy as all the conversions seem to be problematic and the Carbonetic twin plate 1350kg clutch feels great - little heaviet than some racing clutches but will clamp 680ft/lbs torque.
I R&D my own microprocessor based power module capable of running my air/water intercooler pumps and fans at difference speeds intelligently to run tank maintenance and target 90% intercooler efficiency regardless of track scenerios and airflow. It controls my water meth injection and is integrated to my AEM Infinity -8 ems. Sets my MIL on in case of a malfunction and is internally monitored for thermal conditions… It also dataligs to USB if desired. This took 3 months to deisgn / test / revise and eventually perfect a commercially viable model using full CMOS, and MOSFET technology. It is still experimental but so far it works quite well!
It’s Dyno tuned for 94 octane pump gas my day ended at 10psi before knock started… Need to go back and with a tank of VP Motorsport 109 and tune to 22psi, then 35psi on the water meth injection.
Still need to add a cage, add some aero and sort out the ideal tire sizes.
Very nice! I love your Type S Brake set up even though you had to switch to 5 lug. Looking at the brake set up from the first pic, it looks as though you had to ride 17 inch wheels to make that possible. BTW, nice color, is that like midnight blue?
Yeah thanks man! those TL TypeS calipers were not so easy to fit, but I was going to use brembos either way and i perfered the black look.
I tried to make the rear brembos work also but it really wasnt worth the effort since it would delete the e-brake and cause extra work with less functional effect. Even though the NSX rear seems too big thats only true for mechanical proportioning systems. If you compare Ferrari and the like, they all use massive rear brakes too for a reason. The brakes have a great antidive feel and pretty close to perfect balance IMO but do require electronic proportioning for safety because at the limits on the mechanical system the rears wanted to lock up first on downhills which can cause loss of control. The rotors and rotor hat had to be custom made so they could have been 4 bolt if thats what was needed.
Your right about the 17" wheels and thats which is the min wheel size is for the TL. Looks like 16" might fit but this might drastically reduce airflow through the rotors. But finding a wheel that clears the brakes is another story.
I call the color midnight blue too its got a pearl clear coat with a red metallic added that gives it a special look. Its had a red metallic flake that creates a purple’ish look and cameras “hot pixel” filters delete any visable red metallics.
A[QUOTE=slow_db2;2334089]awesome! way to jump on the page and make us all look like shit lol[/QUOTE]
Thanks for the compliments guys! And Slow_db2… Your rides awesome dude so you must be kidding around huh! Super clean and i’d love to find out more about your upper strut brace… Looks like a nice quaility piece! I couldnt get anything other than the megan racing ones and I’m really not sure abouy them. Who makes yours and are they still available?
There are a lot if people that I have to thank for fabricating a lot of nice parts for me and such… Without them this car would not have been possible…
I’ve had the AEM Infinity -8 Universal EMS before it was being sold to the public just after it was unveiled at SEMA, I think I have like the 40th unit made… but it’s a remarkable EMS in every way. It has too many features to type so I’ll include a feature set from AEM. It offers traction control and advanced boost control mapping which can be tuned finitely. It serves as a power module that can control device outputs based off user defined x\y channel data and datalogs with the resolution of a labscope every data field that’s open. it also has AEMNet CAN input and output for external instruments or gauges and is unlocked for your own development.
I have it running 8 1000cc ID1000 injectors in a staged injection configuration with Exhaust back pressure monitoring and fuel pressure feedback so regardless of fuel pressure or increased exhaust backpressure the AFR will not change… I have it with separate maps for different fuels and it can run e85 with any content and still hit your set AFR’s. YouTube it… pretty cool next gen stuff. It has more inputs and outputs than perhaps you need but it allows choice.
The BMW DSC is the ABS Hydraulic pump with advanced chassis management computer integrated that requires specific digital wheel speed sensors that have 3 heads each to detect direction of rotation and allow the DSC to communicate errors before a signal is generated for live diag and safety. DSC incorporates advanced dynamics functions and many sub function which makes BMW the best… It is responsible for the BMW’s famous track behaviour and safety that made the brand. A truly interested person can research these themselves. It uses a CANBus and several devices like a steering angle sensor and accelerometers. It requires BMW diagnostic, programing and coding tools and special software not available to dealers or the public - used to support technical problems by BMW directly to modify the tolerances in the DSC to suit an integra. unfortunately the Infinity wouldn’t utilize the BMW wheel speed sensors at the time I was building (and don’t know if that’s changed) so OEM sensors were required for front and rear for each system to work. OEM sensors are simple coiled wires around core that trace the tone ring shape as a signal.
Its an advanced topic and really not something I’m willing to share any more about. It was not required as there are aftermarket EBD (electronic brakeforce distribution or proportioning) controllers available which was the key requirement. but these are like ataris in comparison… the BMW DSC system was a monumental challenge for myself to solve and brings the car into the modern era IMO.
Hope this satisfies some of the curiosity.
The rusty sensor was a wrecker mock up unit while waiting on new ones
I do my own mechanical, electrical and determine what and how to fit stuff together and if needed draft up CAD designs. I have some friends that are better than me when it comes down to fab. I do it if i have too but rather have a part machined if possible and send it out for anodizing or powdercoat.
Are you doing your own tuning or having a shop do it? What charger are you running? Planning to mostly track day it at Mission? Sorry for all the Q’s but this is the nicest DA build I’ve ever seen.
That’s abs system you have going is truly phenomenal…that’s very innovative to integrate something so complex a.k.a modern into something much simpler. My question is why? For self-observation?
I dont have access to a dyno so I rented a day at RG Racing in Coquitlam with an operator on their Mustang dyno. It has speed hold function ideal for tuning map load cells. Shawn there ran the car and I tuned the EMS. Shawn used his noise cancelling headset and external knock sensor mounted and would make the dyno pulls… initially low until the knock sensor was calibrated, then a no boost tuning till we reached peak rpm on 94octane pump gas. Its a slow process ad each time knock wispered in the headset i’d check the dataligs and tune it out until it was clean. What ended the day was the gas! I had to pull all the timing out above 8500rpm and knock set in at 10psi. You can not even hear the knock without the headset or the logging function but its not safe to continue. It became obvious my water meth jetting was wrong right away so i was unable to use it. Only 376whp @ 10psi on pump gas.
Good day anyway - i have a pump gas mode. Mode 2 Race fuel.
So Now with a full tank of VP Motorsport 109 race fuel which is recommended good for 25psi I will use race fuel only to 22psi and Water/meth upto 35psi.
My turbo is too small at the moment being a custom built GT3071R. But it was intended for my own experimentation. I need around 100lbs flow and expect to install a GTW3884R or perhaps a GTX4202R this winter. I want the smallest big turbo I can find
Yes going to run at mission with a car club that has exotics in the ranks with some of my friends. One owns a 500hp MR2 And another a built R34. Hoping to get my kids working pit crew haha
I agree with what he said this is def one of the best I’ve seen, you must have a good job lol but very very nice custom work man if there’s a will there’s a way, I love learning more and more about my fav car your da is clean bro done right
Its a twist to the normal philosophy set when we could only setup a car statically. With the boost control available with the AEM Infinity it is possible to change that concept.
boost can be targeted in a way that allows a road track car get the power thats useable in the twisties and then change personalities on the straights. Why have a fast car in the corners only and wait for the car to build speed on the straights where you get your ass handed to you by v12’s etc. With proper boost management that can be change. hold back the output to a useable power level until you get to the staight and unleash hell on those v12’s with 1000bhp… I assume that would be around 800whp?
with my gearing setup (in first post) you can see I need to find a turbo thats close to 100lbs with a turbine setup that will spool around 6000rpm to not fall out of boost. The GT3071R with .82AR housing spools at 3800rpm and my vtec change-over occurs soo early at 4300rpm currently.
nice to have options the engine can litterally be tuned for linear power delivery with massive turbos if you want to spend the time tuning.
its got a pearl clear coat with a red metallic added that gives it a special look. Its had a red metallic flake that creates a purple’ish look and cameras “hot pixel” filters delete any visable red metallics.