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Race car updates:
01/12/2010 -
Currently, the Eclipse is on jackstands to get some winter modifications to the fuel system, suspension assemblies, ignition system, battery charging and wiring system, safety stuff including the roll cage / window net / parachute bracketry, the clutch assembly, and drivetrain including the transmission and the rear differential assembly/rear subframe.
The fuel system will be upgraded in several ways. It is receiving a bolt-in fuel cell (Thanks to Andrew Kisner!), along with removing the twin-fuel pump assembly to be replaced with a quad-fuel pump assembly. The quad-fuel pump assembly will consist of a twin in-tank fuel pump hanger from Full Blown, feeding individual -6AN feed lines with twin in-line fuel pumps (one for each feed line), then running to each fuel rail, and a single -8AN return from the AFPR to the fuel cell. The system will be able to capacitate ~2000 Horsepower on gasoline, and ~1400 Horsepower on E98 ethanol. Should be more than enough capacity to meet my goals.
The suspension will be reworked with some different spring rate combinations, and more solid bushings being added to the vehicle to reduce excessive deflection at critical points.
The ignition system and engine electrical wiring harness will be reworked to capacitate an AEM Twin-Fire CDI ignition box, and the electrical wiring harness will be cleaned up for efficiency purposes.
The battery charging and wiring system will receive an upgraded 200+ Amp Saturn alternator relocated on the back of the engine to capacitate the additional fuel and ignition load, and the power wiring system will be upgraded to handle the additional current. The battery will be relocated and an ignition cut-off switch will be installed per NHRA safety regulations.
The roll cage will be upgraded to 8.49-or-slower 2010 NHRA specifications, along with the installation of parachute bracketry, and window net bracketry to maintain compliance with 150+MPH 1/4-mile passes.
The clutch assembly consists of a prototype Quarter Master gear-drive 7.25" V-Drive Rally Twin-Disk with custom clutch disks. This unit was tested throughout 2009, and is in the current process of becoming a production level clutch assembly for the DSM market that can handle over 1000TQ without clutch disk failure. The prototype design is substantially stronger over the current hub design and engages double the surface area of the input shaft, has double the rivets holding the hub to the clutch disk, and utilizes a fixed rear disk with a floating front disk assembly similar to a transmission hub and slider. This splined hub that the front disk floats on creates a much larger surface area for the clutch disk engagement surface on the input shaft, resulting in a much stronger clutch disk hub that won't strip its splines, or twist the input shaft splines on the transmission. The 2009 testing results were extremely positive as it withstood the abuse of very high horsepower/torque figures on the dyno, and could handle the heat and abuse of high-RPM launches at the race track without slipping or failure. The clutch also was very streetable for a multi-disk assembly, and in conjunction with a Fluidampr harmonic crank damper, had substantially reduced clutch harmonics and chatter when compared to a standard twin-disk clutch assembly such as the PTT or current production QM unit.
The drivetrain is getting refreshed, and receiving a few upgrades. A couple transmission combinations are being tested with front different differentials, and gear ratios. The stock viscous LSD rear differential is being replaced with an Evo 3 Clutch-Type LSD, as well as receiving an upgraded super-beefy 1/4"-thick steel plate rear differential cover with additional gussets and reinforcement mounting points. This unit was designed and produced by Andrew Kisner, and is a TOP NOTCH piece! The rear end will aslo receive some upgraded subframe and rear differential bushings to tighten up the rear of the car.
The rear brakes are also being upgraded to reduce unsprung mass while increasing braking capacity. This is a custom project that includes the usage of 11.75"x0.81" Wilwood scalloped vented rotors, Wilwood NDL calipers, and a hydraulic staging brake assembly to replace the OEM drum/cable E-brake assembly.
More to come!