A few weeks ago our K22 engine came back from it’s trip to UK. Rebuild and ready to rumble.
We mounted the engine back in the car and modified some minor details. Always exciting when you push the starter button for the first time again, but no problems at all. Everything was running perfectly.
To finetune the engine again another dynorun was needed, therefore we went back to DP Engineering. This time the magical 300 number was getting pretty close. Martijn managed to tune it with the Hondata Kpro to an astonishing 300,2HP with 275Nm of torque. All of that without using a turbo or supercharger. NA all the way.
Next up is fixing some minor things with suspension setup and we have to finish the front splitter. After that next Time Attack season may as well get started.

(continue reading…)

We sure had some fun during our first testing day but it soon turned all around.

(continue reading…)

28th of August a new event came up. We were desperately trying to get the car ready before that. Some last details still had to be done but no major stuff. We had to make sure the car was running properly so we didn’t lose face during Superlap so we planned a shakedown on Zandvoort circuit.
August 24 was the big day!!
To get the car really ready for track we still had some things to do. It was way to loud with the Ape garage custom exhaust, this should only take one lap before we get the black flag. Regulations are very strict over here in Holland according to sound levels. Another problem was a ticking fuel pump. That should be the first problem to take on. After that trouble really started.
(continue reading…)

To create enough downforce on our track car we decided to make the entire bottom flat en use a rear diffusor. The diffusor is made of ABS plastic to keep it light and flexibel.

All things coming together now, almost ready to fire the engine up for the very first time. But there is one important bit we didn’t spent any time on so far. The exhaust system. We did however think about it, what’s best for the job, an after market system? Witch brand? Stainless steel or even titanium? What system is going to be quiet enough for track regulations, with a very very very loud k20?

All these things considering the best way to go was to make a custom exhaust system with vibrant mufflers connected to the Megan racing race-header. It would be a 3inch system. For this job we called in Kel from the ApeGarage, he just makes great things. Check it out on http://www.ape-garage.nl/

(continue reading…)

After searching the Showoff Imports warehouse we found the best air filter to suit our project. A group M like filter system, this should do the job of feeding the K20 with enough air.

Than there is the massive Megan Racing high capacity radiator. After welding some AN-connections (yet another custom job) on it we could use braided hoses with AN-fittings. Together with a Meziere pump this cooling system should be in enough to keep everything “cool”. The thermostat has gone so we always have full cooling capacity. During the filling process we discovered some leaks, after fixing that we thought we were all good. Yupz, we thought. There happened to be a major hole in the back of the engine. After comparing with the k20 ep3 it came obvious. There used to be a heater connected to that hole. After market plugs are available only from one brand, and we needed it fast, so that wasn’t an option. The best solution in these cases is to make one yourself, nothing can beat that So there you have it, one custom k20 heater plug. Only available at Showoff imports!!!!!!!

We don’t need any oil to get into the our engine we need a catch can to keep the oil from getting sucked back into the engine. For environmental reasons we need to catch all access oil the engine is spitting out.
(continue reading…)

In order to go “green” being a hot item in motor-sports, we decided to run the car on E85 bio-ethanol. Well, to be honest, it runs better and adds a few hp’s.
The entire fuel system needs to be upgraded. Bigger injectors (650cc), swirl pot to keep the fuel from getting hot and make sure it takes fuel and no air, new fuel lines and a fuel pressure regulator. I will take you trough the system. First we pump the fuel into the swirl pot with a small fuel pump. No need for a big pump, it just keeps the swirl pot full. If the swirl pot is overflowing the fuel just gets back in the tank. To pump the fuel from the swirl pot to the front we use a Bosch 044 fuel pump. Before it gets to the fuel rail the E85 runs trough a filter. Right after the fuel rail there is a fuel pressure regulator, needed to keep the whole line from the pump to the fuel rail pressurised. All fuel that doesn’t needs to be injected runs right back to the swirl pot to cool down and ready to be used again.

(continue reading…)

In the chapter “a bitch called electronics” the end is near but still, we need some more wires to connect. We are using a race technology dash so it needs some more sensors. Oil pressure, oil temperature, fuel pressure and fuel level are a few of them. Also to navigate through the dashes menu a couple of buttons on the steering wheel are needed. And of course, the starter button. Originally the dc5 doesn’t have a starter button, we ordered an S2000 starter button. The wiring was already adapted in an earlier stage.

(continue reading…)