Technical : C-WEST/BC/Hankook S2000

The C-West S2000 first gained noto- riety in November 2005 when the dry- carbon Honda was freshly shipped in a container from Japan just a few days before its U.S. race debut. With minimal changes performed on the vehicle’s suspension, the car was quickly whisked off to Buttonwillow Speedway as it prepared to wage war in the Super Street and eurotuner Time Attack (Super Lap Battle). The S2000 competed in the Unlimited FR Class and was driven by Eiji “Tarzan” Yamada, using of all things a stock JDM 2.0L motor. The naturally aspirated S2000 ran an amazing 1:53.147 time and was named the Unlimited FR Champion that year. The win was a bittersweet victory for C-West and its S2000 because the car was immediately taken back to the U.S. facility, never to be seen again, sitting in storage for the next two and a half years.

When the ’05 champ seemed to have been forgotten, the car was surprisingly resurrected, with the help of Gary Castillo, owner of Design Craft Fabrication, in early 2008. Castillo just so happened to work in a shop adjacent to C-West, walking past the S2000 on a daily basis while the car sat around catching dust. Sympathetic of the car’s status, he knew something had to be done. With a ’08 season proposal to run the S2000, with C-West Japan’s approval, the car was given a basic tune-up before it was officially un-retired and trailed back out onto the tracks. Using an over-the-counter GReddy turbo kit on the factory engine, the car was taken to a local track event where the now-turbocharged powerplant and lightweight chassis seemed to work well for both driver Tyler Mcquarrie and the C-West S2000.

As time progressed, the S2000 went through numerous changes and picked up sponsors like BC (Brian Crower) and Hankook tires-lending a helping hand to improve its record-setting times at numerous tracks events. Follow along as Turbo magazine and Design Craft Fabrication prepares to swap out the tired 2.0L mill with a custom 2.4L powerplant. You can bet this team, with its new engine displacement and numerous upgrades, is eyeing the coveted track record of 1:43.523 that was set by HKS and its CT230R at Buttonwillow in 2007. Only time will tell before this carbon machine has what it takes to be crowned this year’s Super Lap Battle champion.

Editor’s Note: This article was written by Gary Castillo three days after the new engine was installed and the shakedown at Willow Springs Raceway during a Super Lap Battle qualifying event.

Honda S2000 Building New Engine

In building the new 2.4L engine, Castillo used a set of ACL flash-treated rod bearings. BC offers a full set of ACL flash-treated bearings with its stroker kit, which was used for this engine. The advantages of flash treating a bearing is a surface that is stronger, due to the similarities of being heat treated. Because the bearing is sold through BC, they can offer close-to-factory-spec clearances
Honda S2000 Measuring Ring Gaps

Ring gaps were measured per cylinder.
Honda S2000 Stock To New

Here’s an image comparing the stock Honda piston material sleeve to a Darton ductile iron sleeve. The Darton sleeve fortifies the sleeves while making it a closed-deck block. The sleeves were installed by Steve of Race Engine development in Oceanside, Calif.
Honda S2000 Cp Pistons

The newly acquired CP pistons were measured half an inch from the bottom of the skirt to get accurate bore size. A quick measurement of the piston revealed they were 88.91mm.
Honda S2000 Bc Rods

The BC rod uses the same center to center with the factory rod but pin location on the piston is modified to accept the larger 2.4L stroke.
Honda S2000 Preparing Ring Gap Clearance

Castillo prepares the ring gap clearance for the pistons. The CP pistons come with a ring gap spec sheet designed for street, strip, and race applications. The C-West/BC/Hankook S2000 went with a race application gap.
Honda S2000 Oil Ring Set

The oil ring set comes with a fourth oil ring expander, which compresses the oil ring to make up the difference of the pin height placement rather than using aluminum buttons.
Honda S2000 Stock Block Water Jackets

A close-up of the stock block water jackets.
Honda S2000 Iron Ductile Sleeves

The Darton iron ductile sleeves were machined for closed deck yet it allows coolant passage for extra cooling through the cylinder head.
Honda S2000 Arp Main Stud

ARP head studs come with Allen heads on top to tighten by hand and ensure install heights are correct.
Honda S2000 Aclmain Bearings

ARP main studs and head studs were used, along with ACLmain bearings.
Honda S2000 Different Size

A drawback when using ARP head studs is the bolt and stud protruding a little higher than the factory studs. Here’s a photo of the area we had to modify to give clearance for the oil pump.
Honda S2000 Main Girdle

The assembly shows the main girdle on the block using ARP studs.
Honda S2000 Die Grinder

Using a die grinder, the surface area was modified to make clearance.
Honda S2000 Removing Old Valve Seals

In order for the new BC spring seats to be installed, the old valve seals were removed and replaced.

C-West/BC/Hankook S2000 Shatters Records Again On July 12, 2008The Super Lap Battle was another good shakedown session for the C-West/BC/Hankook S2000. After our win in Utah we were intent on getting even more power out of the car. The new BC 2.4L stroker engine and GReddy T618Z turbo should be able to handle horsepower levels in the 600-zone, but we are only at half that power. As happy as we were about finally finding the problem that led to a loss in power, it was the challenge of solving the issue that was killing us. We were able to get the power up but we had to rely on deactivating Honda’s VTEC control. This was a temporary fix because the car should jump up in power once the issue is resolved. We’re looking to make over 100-plus more horsepower out of the engine once we can solve the VTEC issues. Nevertheless, the boost was not falling off like it did in Utah, and power was pulling throughout the powerband so we were forced to run the car as is. Upon our first run session we decided to run the boost controller on low and also run the C91 Hankook tires at a moderate pressure. After our first three passes, race driver Tyler Mcquarrie explained that he had to battle a slight understeer issue at the high-speed turns as well as an aerodynamic drag issue in straight-line, high-speed performance. When the timing sheet was posted, it revealed that we broke last year’s track record time of 1:28.10 posted by HG Motorsports. On the S2000’s first run session it blasted a time of 1:25.05, shattering the record by over three seconds. For the next pass the decision was made to lower the wing by 10 degrees and reset the tires to a much lower pressure and change the rear shock adjustments. On the Honda’s second pass it was obvious the changes worked when a 1:23.50 time was announced. The next closest competitor was Tanner Foust in the Crawford Subaru with a 1:37.20. With two more runs left in the day, we were left with the one of two decisions: unload even more power in case one of the competing teams was holding back or play it safe or leave the car as is. The decision was made to try and get more power using a set of BC prototype cams for our third run. During the run it was obvious that we didn’t have the proper fueling and timing, so Mcquarrie decided to scratch session three. The original BC cams were reinstalled and boost was turned up 4-more psi for the fourth and final run session. With track temperatures cooled off, the S2000 stopped the clocks at a record 1:23.14. Due to traffic, the car was not able to get a clean third pass, and results have always shown us that with the Hankook tires the third pass always runs the fastest with the rubber up to temperature. While we did ended up winning the event with a record time for the Super Lap Battle, an interesting note about the time was that it is the only production car to run that fast at Willow Springs, compared to full-tube chassis cars and open-wheel cars. The time falls in Willow Springs record list at number 26 in the Top 65 cars fastest to run at the track. Keep in mind that this weekend’s win is all testing for the big race coming this weekend at California Speedway. Be sure to look out for upcoming magazine coverage in Super Street, Modified, Turbo, Import Tuner, and Sport Compact Car. Hope to see you all at Auto Club Speedway, formally known as California Speedway.Gary Castillo, Team Design Craft

Redline Time Attack, Buttonwillow, Mar. 22-23First Place Unlimited RWDFirst Place Unlimited ClassFirst Place OverallOne of five cars to run in the 1:48 timezone

Super Lap Battle, Long Beach Grand Prix, Apr. 19-20Second Place Unlimited RWD

Redline Time Attack, Utah, June 28-29First Place Unlimited RWDFirst Place Unlimited classFirst Place OverallFirst Place Super Session BattleTrack record

click HERE to read more

source: turbomagazine
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THE NORWEGIAN’S HAMMER, UNVEILED

Can you believe it’s already April again? While I associate April first with my Speedhunters anniversary, for drift fans it means something much more exciting – the official start to the Formula D season. Long Beach is round one on the calendar and brings with it many highly anticipated build debuts. Today we’ll take a look at what the boys at Papadakis Racing have been doing in the offseason to prepare our very own Fredric Aasbø’s chariot for battle.

Since the Scion tC was first built the team has spent a lot of time developing its potential, and when they finished the 2012 season they had a pretty competitive machine on their hands. That said, much of the platform remains the same as did for the last season, but there are definitely some changes that have taken place since I last saw the car at Irwindale back in October.

Some of the improvements – like the new 2014-model facelift –  jump out at first site, while others take a more trained eye to spot.

In fact, even Fred’s helmet will be undergoing a full refresh. For the time being though, he’ll be sporting a Speedhunters-sticker-sheet-on-bare-carbon scheme. Not a bad look if I do say so myself.

As cool as the new lid is, it pales in comparison when you take in the new front end of the car. There was always something about the car that just didn’t seem quite right to me, but I think that the update has improved its appearance ten-fold. At the very least, it’s gone up a few clicks in the ‘menacing looks’ stakes.

But although drifting is a motorsport that’s partially judged on style, a drift car has to do a lot more than simply look good. Knowing that, there’s a lot more that has gone on underneath the surface to ensure Fred has a fighting chance at the title this season.

The livery remains largely the same as it did in 2012, with the trippy asymmetrical highlighter orange graphics you all know and love.

The low-key wheel and tire package utilizing massive Motegi Traklite wheels wrapped in Hankook’s very popular Ventus R-S3 rubber, is unchanged too. The tried and true Wilwood brake system has also been left in place.

So what exactly has been changed? Well, we’ll get to that in a minute, after taking one more gratuitous look at that badass front end. I think that saying this is a 100 percent improvement might be an understatement…

Anyway, inside the cabin we can begin to spot a few changes, starting with Takata Race LE seats, which are a new addition to the harness belt maker’s catalog for 2013.

The Race LE’s come wrapped with a pretty cool mesh fabric that’s different than almost every other racing bucket I’ve seen. They’re also HANS-compatible which is a good thing since Fredric was telling me he’s thinking about running such a device this season. I’m definitely interested to hear his thoughts on these after a few rounds.

In any form of motorsport it’s important to make sure that you first have a safe car, then worry about making it competitive. Obviously the main pillar of safety in a Formula D car is the roll cage, in this case one custom-built by Rob Miller Race Cars – a legendary fabricator in the world of drag racing. And yes, that pink bottle in the background is indeed nitrous, but we’ll get to that later…

The four-speed G-Force GSR gearbox used in the car might have been designed for circle track duty, but if you think about the speeds and demands of drifting, this type of transmission makes perfect sense. Because corners are taken at relatively similar pace to racing there isn’t a need for a full set of conventional gears, and that makes the transmission both lighter and stronger, and therefore well-suited to the application.

Other than that, the cockpit is pretty straightforward. Everything you would imagine needing in an all-out-drift-run is there, and anything not needed in that minute or so of fury is removed. I’m really digging the industrial looking handle on the e-brake!

In the rare circumstance that Fredric suffers from a case of amnesia, there’s this message on the startup screen to remind him exactly what he does for a living. That, or it’s yet another The Fast and the Furious reference, but either way, I like it.

As cool as the rest of the car might be, I think the real magic is in what lies under the hood. Many of you will remember that prior to this build Stephan Papadakis and his team had built another RWD drift monster tC for Tanner Foust. In that instance the team decided to tap power from Toyota’s NASCAR program and installed a massive race-prepped V8. While that engine proved very successful, they decided to take another route this time around.

For 2013 the tC’s factory-spec 2AR-FE is the base, albeit stretched in capacity and re-oriented 180 degrees to align it in a more RWD-friendly longitudinal layout. While there is unquestionably a fair amount of fabrication work done to fit the engine in its new location, that’s just the tip of the iceberg in making the car competitive.

On paper the numbers don’t lie: over 800 wheel horsepower and 700 wheel torque – and that’s without firing up the nitrous system. Clearly a lot of that can be attributed to the star of the show – a massive BorgWarner EFR turbo. For those of you unfamiliar with the EFR line, take a few minutes and Google it. Having one of the world’s most technologically advanced turbos bolted to the engine is certainly a great start, but it’s the supporting team and the minor details that bring the package together, and ultimately make reliable power.

Shockingly, many of the engine’s internals remain standard items. Some pieces, like the camshafts, have been made slightly more aggressive, while other factory components have been borrowed from Toyota siblings like the 2.7L crank out of a Highlander. Once you take that foundation and massage it in all the right places like head work, Supertech valvetrain, JE forged pistions and an Infinity programmable engine management system from AEM, you’re ready to make some serious numbers.

For most tuning shops this type of performance seems borderline unfathomable, but if you grew up like me you’ll know that Steph was a world-record holding drag racer in the late ’90s. Nothing he does surprises me these days. To put it lightly, the dude is a legend who is relentlessly looking for gains, which is probably why they made another breakthrough in this year’s build that can be seen by following these inconspicuous looking water lines…

Or the massive new openings in the quarter-windows…

…which both hint at a new rear-mounted radiator setup. The advantages of having a radiator in the back are at least three-fold and I believe we’ve discussed them at length in the past. However if you missed those discussions here are a few benefits: you shift some of the weight to the back of the car which can improve balance; you take one of the most delicate and critical components and put it in a better-protected area; and it frees up more space in the front for a larger intercooler or more creative routing of other components.

I think it goes without saying that reassigning a drivetrain configuration requires a lot of miscellaneous custom fabrication, and a lot of that hard work can be seen in the suspension. At the front of the car Papadakis has utilized an S14 strut and in doing so had to create custom knuckles, steering linkages and lower control arms…

…which have pretty trick provisions to allow the use of a top-mounted hollow sway bar. I presume that due to the new engine configuration either part of the oil sump and/or gearbox now reside where the standard bar would go, so moving it to the top was about the only solution – and an ingenious one at that.

I was joking with Fredric at the time of the shoot that I knew shockingly-little about the car before. The sad fact of the matter is that during the course of a drift weekend everyone is very busy. The crew is feverishly preparing the car and as journalists we’re running around frantically trying not to miss ‘the shot’. Therefore, opportunities to sit, examine and really appreciate a car’s intricacies are scarce.

As much as I had enjoyed giving the car a good once over I could tell that Fredric was eager to get back behind the wheel and start shaking down his freshly sharpened blade.

The car was transported back to the pits briefly and the team spent a few minutes going through fuel maps before Fred was finally cut loose and left to do his thing.

Perhaps I shouldn’t have been shocked, but within seconds Aasbø was back to his old self and tearing up the makeshift Long Beach test course that he and Ken Gushi laid out over Irwindale’s tarmac.

Yes, he did indeed “smokeum”…

For fear of jinxing anything, I won’t say too much more than you have to rate the team’s chances this year. When you have a hungry driver with his head on straight, a very sharp crew chief and a team of eager guys backing up the car only good things can come. On behalf of all the Speedhunters, I wish Fredric, Stephan and the rest of the team the best of luck. See you guys in Long Beach!

Sean Klingelhoefer
Instagram: seanklingelhoefer

Additional photos by Larry Chen

2014 Hankook Tire Scion Racing tC built by Papadakis Racing

Numbers:
800+whp, 700+lb-ft
Engine:
Toyota 2AR-FE, 2.7L inline-four, 10.5:1 JE pistons; Supertech valvetrain, Portflow ported cylinder head, AEM Infinity EMS, Universal fuel rail, 25-201 fuel filter, BorgWarner EFR8374 turbocharger, dual 38mm TiAL MV-S wastegates, Injector Dynamics 2000cc injectors, Torco oil
Driveline:
G-Force GSR 4-speed dog box, ACT 3-puck clutch & flywheel, Driveshaft Shop driveshafts, TRD LSD, Torco fluids
Suspension/Brakes:
RS-R coilover suspension, custom front &rear geometry and sway bars, SPC adjustable links, Wilwood brakes, Rob Miller Race Cars custom Formula D-spec roll cage
Wheels/Tires:
Motegi Traklite wheels – 17×8.0J (f) 18×10.0J (r),  Hankook R-S3 tires – 225/45R17 (f) 265-40R18 (r)
Exterior:
Custom widebody kit by Seibon including carbon fiber doors, hood, trunk, bumpers & over fenders
Interior:
Takata Race LE seats, Takata harnesses, AEM serial & UEGO gauges, AiM Sports digital dash

 

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source: speedhunters