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Homebuilt GC8 for Time Attack
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Old 05-17-2016, 09:13 AM   #71
-mav-
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new style of update - pictures only ))
in two words, things are moving really slow.








Not again.. I'm tired of cleaning and painting....


racing update.
Civic won time attack event in my class... beating M3 CSL, quick Evo 6 and Turbo S2000...
Claimed to have 208 h.p. and no window wipers ))) Need to learn Greek to read those damn regulations... Someday...

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Old 05-17-2016, 09:30 AM   #72
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Quote:
Originally Posted by Davidrsti1 View Post
hey man question:

why you didn't do the union connection with
the front brakes lines like you did on the rear?
Missed that one.
In fact Wilwood has two entry ports, for front and rear lines separately and three exit ports - one for rear lines and two for fronts. Taking into account that it's usually mounted somewhere near to master cyl it may be wise since it saves you from getting one more T with three potentially leaky connections )))
So, in any case you need either use two front ports on wilwood and run separate lines from unit or block one of the ports and use T later.

Last edited by -mav-; 05-17-2016 at 09:33 AM..
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Old 05-17-2016, 10:26 AM   #73
Davidrsti1
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I meant that you used the oem rear lines and made
New lines for the front.

So my question is why you didn't do the same with the front oem lines

Thanks
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Old 05-17-2016, 11:24 PM   #74
-mav-
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Well, since car was with ABS, front lines end at the spot where ABS unit originally was. They are long enough to be bent to my bias valve location and I believe that with proper tool they can be cut and flared. As is they will be too long for this unless you will bend them in a way to route excessive length somewhere. Then again you need to check if threads match on OEM lines and in this case wilwood unit. Also they seem to be a bit harder to bend than kunifer line that I got, so I never tried to re-use them. Rear lines connections I used originally were OEM bias valve connections. At first I wanted to rote new line to the back or use some part of one of OEM rear lines and put T-connection in the back since brakes are no longer connected in X-pattern with independent circuits, so I believe there are no reasons to keep two OEM lines... but looking at all the work I need to get done to remove that one extra line I decided that it's not worth it )))

Last edited by -mav-; 05-17-2016 at 11:27 PM..
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Old 05-24-2016, 02:50 AM   #75
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there are some people out there who can do stuff in well planned and scheduled manner, it doesn't work like this for me really much
My suspension is in pieces, still need to get cams out and adjust the valves, need to figure out how to wire up engine to run on different gen ECU, but my mind gets obsessed with water-to-air intercooler design for some weird reason )
Well taking into account that it will take some time to get parts shipped, maybe it's good thing that I have motivation to do something...
The system will be based around Type 13 frozenboost cooler unit. Site says it's rated up to 350 hp which I believe will be enough considering that I don't have any plans running anything other than stock turbo lineup.
Anyone knows some freeware software to design electrical circuits? I want to make a plan for activation system, pump will be activated either by temp differences in radiator and IC core or by pressure switch and will go through off delay relay.
Also might need to document some of the stuff in wiring conversion...

I also have an idea to use engine coolant for the system. It should be quite simple to unite both systems so they will be running with single expansion tank but with two separate radiators, pumps and different working temps.

Last edited by -mav-; 05-24-2016 at 02:56 AM..
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Old 05-24-2016, 04:11 PM   #76
Michaeld
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Really looking forward to your plans for a water to air. I was tossing around the idea for a while, but most my friends who have them only run 1/4 mile at a time, not time attack. Really curious to see how the long term cooling effects are. I've researched both the closed loop system and the engine cooling integrated version. Run the second radiator under the trunk.

Frozen boost was the site I was sent to as well, so I'm actually super excited you're planning WAIC. I've got some time to decide if I want to ditch the Mishimoto FMIC.


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Old 05-25-2016, 10:08 AM   #77
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Hey, looking through your journal I think you probably will get in done faster than me!
In many places I've seen that ATA intercoolers are more simple, lighter and quite effective in road racing environment. But in this particular case I'm really excited to have it because it might be more effective than ATA and in Cyprus weather it counts, plus I can delete scoop and engine compartment pressurization, e.g. increase flow trough radiators.
I really like this setup: Air to water intercooler setup, one of a kinda!!!! - NASIOC
Involves some fabrication though because there is no such core and it will be hard to stuff bypass valve in without modifying of the core. But chargecooler is moved away from turbo and maybe it will be possible to get bigger unit in.
A bit of a problem that all V2-V6 intake manifolds leave less room compared to newage ones, so this basically limits available chargecooler units to smaller ones... Don't know if it's a big loss though.
Might also try consider rotating manifold and getting this type of chargecooler:
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Old 06-06-2016, 10:38 AM   #78
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Not really an update on the car.
Yesterday I took a part in local Autosprint event. Really liked that guys did interesting layout on loal track using some karting sections and part of the drag strip.
So, here is the layout:

Car is still in pieces so, for this occasion I got Type-R out of garage, put Dunlop semis on and took her for the alighment.
On stock ride height and semis for me car looks strangely appealing

The only downside was that event used usual telemetry for timing, so it was limited to one car on the track at the time. With times aroud 2 minutes for a car and 40 participants it was lot of waiting... In fact I spend all day on the track to do one practice and two timed runs.
I was really shocked how rusty I become working on the car instead of spending time on track. I could see my line and felt the car but I kept screwing things up like braking too late or steering too aggressively. Or forgetting things.
Anyway, in practice I took my wife with me It was fun, time we got was 2:11, she reminded me to turn AC off but we forgot to start the recording on GoPro.
On first timed session I forgot to turn AC off but managed to shave more than two seconds from our practice pace, got 2:07.
On third run I massively screwed things up at least twice, almost crashing on second one and got only 2:11.
But it appeared that 2:07 was good enough for a class win!
here is the video of best time, later I will do data overlay for second run with time gap to see the mistakes. I did datalogs on everything that I could

I was really happy, mostly because no matter how I tried to screw things up, Type-R managed to save it's reputation and remain victorious One guy did 2:06.xx, but he smashed the cone and they cost +3 sec each.
Overal winner was another GC8 with 1:58.xx


First time in Street modified class went to Civic again. 2:01.5, fourth overall - fantastic time. I'm gonna compete with this it when I finish this build. Spoke with the guys who built it and they said that they got the car for 200 EUR and build it in 15 days. Crazy! 900 kg, B18 engine and same Dunlop semis that I use. Dunlops FTW!
But the only reason why it got first place is because another GC8 was really cone-hungry! Without counting penalties, this 1:59.xx would have been second fastest of the day. This guy had enough power to spin all four wheels in 255 Hankook semis that from my experience are really close to Dunlops in grip. No aero at all. Car is a bit rough, but crazy fast.


So, that was a nice weekend. Good to be back, need to finish the car
and get it to the track! )
Couple of more photos of other cars.


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Old 06-09-2016, 12:06 AM   #79
Michaeld
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Quote:
Originally Posted by -mav- View Post
Hey, looking through your journal I think you probably will get in done faster than me!
In many places I've seen that ATA intercoolers are more simple, lighter and quite effective in road racing environment. But in this particular case I'm really excited to have it because it might be more effective than ATA and in Cyprus weather it counts, plus I can delete scoop and engine compartment pressurization, e.g. increase flow trough radiators.
I really like this setup: Air to water intercooler setup, one of a kinda!!!! - NASIOC
Involves some fabrication though because there is no such core and it will be hard to stuff bypass valve in without modifying of the core. But chargecooler is moved away from turbo and maybe it will be possible to get bigger unit in.
A bit of a problem that all V2-V6 intake manifolds leave less room compared to newage ones, so this basically limits available chargecooler units to smaller ones... Don't know if it's a big loss though.
Might also try consider rotating manifold and getting this type of chargecooler:


Ha, unfortunately my build is on hold a couple months until I move back to the states. I think for the time being, I'm going to stick with my ATA and option to swap down the road. Still excited to see how everything goes together for you. I'll be running a V8 EJ207, so theoretically I would be able to run it standard like the pics in that NASIOC thread. But like you mentioned, the charge cooler size shouldn't matter for the power outputs were shooting for. That track day looked like a great deal of fun! I'm anxious to get onto a real track down in Atlanta eventually.

Keep up the good work!


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Old 07-08-2016, 06:44 AM   #80
-mav-
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One of these appears to be for sale locally (used):
https://www.nengun.com/cusco/exhaust-manifold

Is it worth 300-400 bucks?


Last edited by -mav-; 07-08-2016 at 07:18 AM..
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