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Category Archives: Time Attack / HPDE / HSAX

Event coverage from Time Attack, High Speed AutoX, or HPDE. Big Track Stuff!

This was supposed to come out prior to the Optima Battery’s Search for the Ultimate Street Car event at Road America this past weekend but life and car prep got in the way. So let’s first start out with a brief history of my 2006 Subaru Impreza WRX STi. I bought this car in 2007 with 17000 miles on it with no real plan of getting into motorsports, sure dreams of driving fast and being a “racecar” driver ran through my head but I had no idea what that actually meant then. I drove the car around, thought it was pretty cool, I was content. A lot of my motivation through college was watching Fast and the Furious and saying “some day, keep going get through school and you’ll have your own car.”  As luck would have it I graduated, got myself a real job, and found that very car. Lets fast forward a little to the day I meet up with a bunch of car people at the local Taco Tuesday and they convinced me to attend a lapping day at the go kart track in Shawano, WI, USAir. Holy cow I’m going to be that “racecar” driver. From here everything took off, auto-x every weekend with a track day here and there with no real clue what I was doing.

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Here’s a picture of when I thought I had reached the top with some JDM STi wheels, which have since been sold to fund racing!

Little by little this car started to get upgrades, as my skill progressed so did the car. First up tires and brakes, everyone kept telling me to learn to drive the car so I did. Then I drove Andy’s STi on Ground Control Suspension and couldn’t believe how well it handled, that was then the next upgrade, his suspension on my car. The car got a Cobb AccessPort and remained Stage 1 (very slight upgrade) and a Crawford Performance cat back exhaust. I drove it like this for some time but eventually I needed some more power and being the conservative person that I am, I ordered up a Moore Performance 3 piece downpipe and used the off the shelf Cobb map on the AccessPort. The car came alive with this, in my opinion. Now I was really flying, still not really knowing what I was doing on track. With more practice and studying and a lot of ice racing I started to learn the basics of car control and how to make the car do what I wanted on track. Within the last year and a half was the biggest progression in my driving abilities. With good tires and brakes, some slight tweaks to the suspension, adding stiffer springs and 24mm WhiteLine Sway bars, and the driver mod progressing it was again time to move up to more power. In steps the man, the myth, the legend, Ronnie Soliman of RS Motors took the Stage 2 tune and one up’d it with his custom tune, holy cow what a difference.

I started running some really fast times for a near stock car making 283hp/297tq. Not enough power to keep up with the big dogs at the track but enough to be respected. I kept hearing, “Man, I can’t wait to see you with some power”. “Mike, man up and get a faster car”. This was all true, I just couldn’t physically keep up with the faster cars due to lack of power so I threw my conservative ways out the window with the support of the RS/365Team behind me (it was more like “Mike you’re doing this now”). So here’s the part of the article everyone has been waiting for from my secretive posts the last few weeks. What transpired over the last two months was far greater on the car than the last 7 years. All the upgrades from those years and weekends full of driving finally lead up to what you are about to read below.

First up was the Stage 1 Exedy HD Clutch for the new power.

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Then to handle the fuel load for the new build we went with the WRX fuel rail and TGV’s in place of the STi system so that it retained stock fitment and I could run top feed 1100cc Fuel Injector Clinic injectors. I ported my own TGVs from the WRX. Also the typical Walbro fuel pump was installed.

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Lastly, the most important piece of the puzzle, the turbocharger. After some back and forth discussions I settled on the Blouch Performance Turbo – Dominator 3.0XT-R Ball Bearing with the 10cm hotside and stock size inlet.
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And on the car:

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After some dyno pulls and some testing at a local Time Attack we determined the stock intercooler was far too small and heat soaked way to fast so a GrimmSpeed Top Mount Intercooler was sourced.

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On the car and you’ll also notice the Perrin Big MAF intake.

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So with all of these changes you are probably wondering what the car makes for HP now. Well it makes a lot more and is an absolute blast to drive. On my first test run at the MN Time Attack it took 2nd Fastest Street Tire Time and 4th fastest overall out of 34 cars. I then swapped intercoolers and ran an autox with the Milwaukee SCCA at Miller Park taking a 1st in the Tire Limited class out of 13 drivers. So here’s what the car is making, 408hp/414tq behind the magic of Ronnie Soliman at RS Motors.

On the dyno:

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Here is comparison of my stock turbo run of 283hp/297tq to the Blouch Dominator 3.0XT-R of 408hp/414tq on the same Dyno :

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Now fast forward to this past weekend with Optima’s Search for the Ultimate Street Car at Road America.

1st Place in GTS class, winning an invite to the Las Vegas Invitational in November.

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Autocross pictures by Austin B.

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Picture by Alex Hughes
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Special Thanks goes to Ronnie at RS Motors and Blouch Turbo.

Over the years, its become very apparent that the evo’s suffer from a drop in oil pressure around right handed turns.  With race tires (and even these new 200 treadwear “street” tires) pushing well over 1.2 lateral G’s even without much aero, this problem can become a major problem.

Some simple things we’ve done to help band aide this problem include:

Overfill-  Make sure you have oil a little over the full mark.

Type of Oil- We’ve tried a few different brands of oil along with a few different weights of oil.  The best results seem to come of the Amsoil Dominator 10-30.

Kiggly HLA-  From their website:
-Actively Regulates Lash Adjuster Supply Pressure to a Constant 15psi
-Reduces Oil Flow Into the Head, Keeps More Oil in the Pan
-Air Bleed at the Highest Point Helps Oil Quality and Aeration to Lash Adjusters

The above seem to help just a little, but not enough.  We were still seeing big drops in pressure around nearly every right hander.  Here is a few screenshots from our TraqMate:

Gingerman Raceway:

rpm-vs-oil-vs-LG

Blackhawk Farms Raceway:

oil pressure

So our next attempt is an Accusump system.  Its a pretty basic system consisting of a pressurized canister that will pressurize the motor’s oil system when the oil pump is starved from oil.

More info here: http://www.accusump.com/accusump_tech.html#whatis

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Update- 9-2-2015. 
Just completed Road America this last weekend and so far the basic accusump system seemed to have helped, but not cure the issue.  There is a few upgrades we can do to help increase the efficiency of this system, so we will continue to advance this setup and post more later.

Graph of the oil pressure at RA-

oil vs rpm

You can see the pressure start to drop to its lowest pressure going around the carousel.  I wish I could find my logs I did years ago when I was at RA.  They used to be into the 20psi range.  pretty scary stuff.

I want to add the electronic valve and pressure switch on the accusump so it doesn’t open until it sees less than 55psi.  This is another $300 upgrade bringing this total system to $600ish.  But if it works like it all should, its worth it.

Update 2-4-2016

Ok been meaning to update this a bit more.  I did some “accidental” testing at Buttonwillow Raceway last November.  I’ve been running the Accusump setup now for a while at it seems to be working well.  During this event we had a few issues.  Blew a turbo apart, front diff exploded, and a few other smaller things.  With all the scrambling I accidental forgot to open the accusump for a session.

Here’s a log of 2 different sessions. This Blue line is without the accusump. The red is with it on.
The graph with the circle is oil pressure if you haven’t figured it out.

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Try to ignore everything greyed out.  I picked a corner where speed/grip levels were very similar.

So its clear the accusump makes a significant difference. Only other oil mod I have is the Kiggly HLA.

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Parts list for Accusump.  I recommend purchasing through Pegasus Autoracing

1240-CYL – 2 Quart Accusump Cylinder
1245-55 – Electric Valve Kit for Accusump 55-60psi
1246 – 2 and 3 Quart Accusump Mounting Clamps, pair
3270-10-FOOT – #10 Size Stainless Steel Braided Racing Hose, price per foot
3497-050-08-10 – 1/2 Male NPT to 10AN Straight Aluminum Swivel Hose End
3497-052-06-10 – 3/8 Male NPT to 10AN 90 Degree Aluminum Swivel Hose End

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