Pro drift car, LS drop in
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
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From: Socal
Definitely a nice motor to work on! Will be cool to see how much power we make, waiting for a 0.75 clutch master to get full clutch release and we are doing some custom fab work since we are taking the opportunity to change radiator setup as well, then it's time for dyno.
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
I can add that we installed the Wilwood 0.75 bore clutch master last night, super easy swap with the Fueled Racing adapter plate. This doesn't require any elaborate work of taking the slaves apart, it only requires a simple thread tapping of the 350Z OEM clevis.
Note to self, I should have gotten the Wilwood slave right away, the stock 350Z master just doesn't cut it for the LS motors (not enough fluid volume to fully release the clutch).
Once the metric hole on the clevis has been tapped to Wilwood's standard SAE thread, you screw it onto the Wilwood master cylinder rod just like on the 350Z master (adjust the clevis position to the same distance from the firewall side of the adapter plate to the clevis pin hole, as you had before, then you get the correct pedal travel amount), then simply bolt the new master cylinder to the firewall using the adapter that allows you to use the original 350Z firewall holes.
Bleeding it with the Fueled Racing bleeder line, which is long enough to reach up behind the engine, it's a really easy bleed, either with a vacuum bleeder on the bleeder adapter and just fill the master as you bleed out air/fluid, or have a friend pump the pedal (brake bleed style method).
The ACT 925lb/ft pressure plate is a direct LS OEM replacement fit and makes the clutch feel great, it is now medium/firm instead of a sloppy featherweight pedal and it requires the perfect amount of clutch pedal pressure to depress, and it's very easy to feel exactly where it grabs/releases.
The team is almost done with the new radiator fabbing and custom front crashbar. I can't wait to get this thing on the dyno and start testing!
Note to self, I should have gotten the Wilwood slave right away, the stock 350Z master just doesn't cut it for the LS motors (not enough fluid volume to fully release the clutch).
Once the metric hole on the clevis has been tapped to Wilwood's standard SAE thread, you screw it onto the Wilwood master cylinder rod just like on the 350Z master (adjust the clevis position to the same distance from the firewall side of the adapter plate to the clevis pin hole, as you had before, then you get the correct pedal travel amount), then simply bolt the new master cylinder to the firewall using the adapter that allows you to use the original 350Z firewall holes.
Bleeding it with the Fueled Racing bleeder line, which is long enough to reach up behind the engine, it's a really easy bleed, either with a vacuum bleeder on the bleeder adapter and just fill the master as you bleed out air/fluid, or have a friend pump the pedal (brake bleed style method).
The ACT 925lb/ft pressure plate is a direct LS OEM replacement fit and makes the clutch feel great, it is now medium/firm instead of a sloppy featherweight pedal and it requires the perfect amount of clutch pedal pressure to depress, and it's very easy to feel exactly where it grabs/releases.
The team is almost done with the new radiator fabbing and custom front crashbar. I can't wait to get this thing on the dyno and start testing!
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
VIDEO: Dyno pull last night at Road Race Engineering.
LS2/L92 heads/LS3 intake, XR281HR Comp cam, long Fueled Racing headers, custom made Berk Technology exhaust, Champion spark plugs, ACT clutch system, Fiveo injectors, all controlled by AEM Series 2 ECU, tuned by Mitch Petersen Tuning.
Powerwise it hit pretty much right on the target of the Car Craft article where they slapped on non-ported L92 heads on a 6.0. Decking and porting heads will gain some but we don't need it since next step is to force feed this baby... we are only getting started.
LS2/L92 heads/LS3 intake, XR281HR Comp cam, long Fueled Racing headers, custom made Berk Technology exhaust, Champion spark plugs, ACT clutch system, Fiveo injectors, all controlled by AEM Series 2 ECU, tuned by Mitch Petersen Tuning.
Powerwise it hit pretty much right on the target of the Car Craft article where they slapped on non-ported L92 heads on a 6.0. Decking and porting heads will gain some but we don't need it since next step is to force feed this baby... we are only getting started.
Last edited by MrWhite; Aug 2, 2013 at 07:23 PM.
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
Vs a bone stock GTO, the non ported, non decked L92 heads, XR281HR Comp Cam, LS3 intake, Fueled Racing headers and E85 tune added 120rwhp. 465rwhp/430tq (with a 3.5 rear diff).
Got a 100 shot to install end of this week, as a temporary power adding solution while waiting for turbo headers.
Got a 100 shot to install end of this week, as a temporary power adding solution while waiting for turbo headers.
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
First proper track shakedown, all systems go.
The chassis didn't need much attention in terms of setup changes, as of yet. We definitely can use more grip now with the added power and torque.
The chassis didn't need much attention in terms of setup changes, as of yet. We definitely can use more grip now with the added power and torque.
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
Second outing on the track, just for my own seat time / practice. It was 105+ degrees out and with our Godspeed 350Z OEM replacement radiator the temps never reached over 208 degrees through the entire day (mostly hovered between 180-205).
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Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
Hey guys, figured it's time for an update again as we are ramping up for the 2014 drifting season.
First of all, we ran nitrous at end of 2013 which gave an extra 101hp and 150 lb/ft of torque coming on (of course with separate nitrous map using our AEM S2 ECU, triggered to switch and inject nitrous over 85% throttle and minimum 3400 rpm). Worked great and I gotta tell you, when the nitrous kicks in, it's a pretty cool feeling. We found that a dual (parallell) solenoid and bottle hteater helped a great deal with consistency of power delivey.
So after that I became a power junkie but since I don't want to keep filling nitrous bottles we're instead adding a single turbo to the heads and cammed LS2.
This GTX4088R will be able to produce a ton of power for our Fueled Racing V8 with very quick spool thanks to the turbine side twin inlet design.
More photos from the fabrication process will be posted soon.
First of all, we ran nitrous at end of 2013 which gave an extra 101hp and 150 lb/ft of torque coming on (of course with separate nitrous map using our AEM S2 ECU, triggered to switch and inject nitrous over 85% throttle and minimum 3400 rpm). Worked great and I gotta tell you, when the nitrous kicks in, it's a pretty cool feeling. We found that a dual (parallell) solenoid and bottle hteater helped a great deal with consistency of power delivey.
So after that I became a power junkie but since I don't want to keep filling nitrous bottles we're instead adding a single turbo to the heads and cammed LS2.
This GTX4088R will be able to produce a ton of power for our Fueled Racing V8 with very quick spool thanks to the turbine side twin inlet design.
More photos from the fabrication process will be posted soon.
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
Ok guys, as promised we put a turbo on it and it works really well.
Reverse truck headers with cut flanges, added typical bolt flanges rotated to clear the shock towers, alternator and everything else.
Reverse truck headers with cut flanges, added typical bolt flanges rotated to clear the shock towers, alternator and everything else.
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
With such nice artwork (turbo piping done by S-Empire inhouse at Road Race Engineering) we also had to protect it, so RRE created a 2 stage crash bar. The outer layer is made to absorb energy, the inner layer is made to avoid impact on the turbo and motor install.
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
Another look at the piping and you also see our dual Turbosmart wastegates. We opted for two controlled by a smart soleoid although we could have done with one, two offers better control though for each bank. How do you like the aircraft grade inconel flex sections? You can also see the rods that carry the turbo weight and can pivot if the motor moves a little under full torque, all working to avoid cracks to the turbo pipes.
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
Now the intercooler will operate in free air without being stacked on a radiator. Angled like this it will work more as a heat sink but that's drifting for ya bc going sideways that's what happens anyway.
Cold air is now pushed through the grille directly onto the turbo and will pass it backwards under the car, along with the straight shot downpipe on the passenger side. Here you also see our turbosmart BOV directly mounted on the custom made intercooler.
Cold air is now pushed through the grille directly onto the turbo and will pass it backwards under the car, along with the straight shot downpipe on the passenger side. Here you also see our turbosmart BOV directly mounted on the custom made intercooler.
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
Some of the tubing, turbo, wastegate, bypass pipes, and stainless section of coolant tubes (aluminum tubes take over once the coolant is out of the engine bay (around the trasmission area).
Thread Starter
Staging Lane
Joined: Jun 2013
Posts: 55
Likes: 0
From: Socal
Rear end cooling in place with serious SPAL fans. a JAZ fuel cell is mounted in front of the rad low and out of the way for the airflow, and the battery we dropped down under the car - as even a pretty light battery is a permanent weight that is best to put low for good handling.
