Our last event of the season! Come check it out!!!
What we've been up to...
Our last event of the season! Come check it out!!!
The first DRIFTVALLEY is coming up for the year! We are psyched to kick off the year with amazing people and drivers from all around. The event will be on March 30th – details are on the Facebook page: facebook.com/events/208687555938793
This year things will be a little different for our schedule. We will be having our normal DRIFTVALLEY practice days, and in addition will be partnering with KMS Drift (kossmotorsports.com) to host two competitions. More details to come on those events in the near future.
DRIFTVALLEY IV will be run normally like last year as just a practice day, but this event will also count as a “Driver Day” for the KMS Drift series. So drivers participating in their series can count this event to their points. We will also be running the same layout as the KMS Competition’s layout, so it’s a great chance to get some practice time on that layout if you plan to compete later in the year.
See you all out on the track!
It’s been oh so long since progress has been made but at last, something happened!! We were finally able to get the motor in the car FOR GOOD. Meaning, until something goes boom, it’s not coming out. Feels good. Well, on with some info.
Placed an order with Driftmotion (love those guys). Got an ACT HD clutch (rated to 522 ft/lbs of torque), their modified/reinforced T4 divided manifold, and their poly trans mount adapter kit so I could finally get the trans on and leave it there.
So we were finally able to sit the motor in for good. But wait, there’s more! Finally made the decision (after extensive research mind you) on what turbo to run. So I pulled the trigger on a Borg Warner s360 (or sometimes referred to as the 8375) with a divided T4 .91AR housing. I’ve heard and read nothing but awesome reviews on Borg Warner/airwerks turbos. I’m certain it wont disappoint! Also grabbed a power steering cooler and an LS400 power steering reservoir so get things mostly done with the steering lines. Hopefully I can keep the forward momentum and get to rocking out with Ben and Jon stat!
Next up should be misc hoses and lines, fuel components, and EMS! Maybe even some fenders for my birthday? Who knows. I can’t wait to slide this thing.
It’s been a while since I’ve updated anyone on the progress being made on the Fresh Roots SC300. It’s not much, but it’s progress none the less! $$ has been on the limited side so no big money purchases have been made recently. I have spent most of my time getting the brake system finished (I only need two 4″ stainless lines with -3AN fittings to complete!). I installed the stainless lines to the calipers, bent and installed all the hard lines, fittings, hydro brake light switch, etc. I also decided to go a controversial route and stitch rivet my front stress points. It’s frowned upon due to people using the aluminum rivets that simply sheer off with any stress. I went with steel rivets. I figured these will be easy to drill out and replace after I hit stuff and need to make repairs. It’s obviously not as rigid as welding, but whatever!
I also took the time to coat the inner fenders with some undercoating to tidy it up a bit
I had Matt over at FAST modify the pedals to get them over where I wanted them to be. Pedals and master cylinders are installed as well as the hydro e-brake (the “Drop Anchor” handle).
With a little inner door representaion
I’ve done little misc things to the motor since I last updated. I picked up another full 1jz swap with a Chaser R154 (factory shifter extension) for a great price. For the price of a spare set of coil packs, a bellhousing, misc trans goodies, and a fabricated shifter extension, I got a spare r154 and a spare parts motor. Win. Little things to the motor and trans have been done such as an IACV delete by Arizona Performance, flywheel install with ARP hardware, and a trans refreshing session. All I’m in need of is a clutch and a trans mount for the motor to go in for good!
I have no estimated date for when I will tear up some track in this thing yet, but it’s going to happen!….Eventually. Get hype!
After DRIFTVALLEY II wrapped up in July, I was left with a couple repairs on the car. A little body work after giving the wall some loving, as well as some suspension replacements since I bent some of it on impact.
New ISIS arms for the rear
Body repair for the corner
Still need to sand/primer it. Thanks Dusty for the help on that!
Ben worked on the overfenders and got the car chopped up to get the new ones riveted on.
A couple new toys. Picked up a z32 trans to hold up to the power I hope the car will be receiving shortly. Did some hard cleaning on it, then sprayed it down with some fresh silver.
Installed an upgraded cast iron clutch fork, chromoly pivot ball, and replaced the throwout bearing and pilot bushing. Also did the boots to keep it clean.
This winter could potentially hold a lot for the car power-wise. The plan right now is either to run a gt2871r or gt3067r, still somewhat debating on which route to run and the power goals vs. spool time and all. But managed to snag a Full Race top mount manifold off Zilvia at a great price, which arrived with the Tial wastegate and electronic boost controller with it.
Still need to pick up the turbo along with the Stinger EMS, which will be my new standalone setup. Car just got sent off to get caged with Lee Alexander at Alexander Fabrications! Very excited about that. Pics to come when that is finished up!
So its been quite a while since you guys heard anything from this guy, and there is a reason. The reason is long and drawn out but it basically came down to money vs. time vs. reliability. I just needed more time living my life and spending time with the people in it (namely my wife!). This lead to the next great change.
This is the “solution” to my problems. It was dirt cheap, light weight, and reliable (hopefully). I imagine some ford guy would recognize this engine as a split port 2000-2004 mustang motor. Which seems like a terrible candidate to put into a rx-7. Well its a v6 so it fits in the engine bay like this
Which you will notice is no farther forward than the rotary sat. It wont weigh much more and all the weight is pretty low down, which means i get to keep that 50/50 weight distribution. Granted thou you will notice a bit of sheet metal “relieving” in a few tight areas of the trans tunnel to accommodate the RKE Thunder bird super coupe transmission. Which interestingly enough is a mazda transmission ford used in a number of cars/trucks. The motor mounts are stand offs that i made to fit the factory subframe.
So most of you are thinking “wtf?” I would agree but just hang in there for a minute. I put a deposit on the motor and brought it back to the shop and tore it apart to verify what i had been told about this engine, and make sure the receipts back up the work. Took the motor apart to find it was freshly rebuilt, as in 90% of the carbon wiped off with a parts washer brush, no carbon under the rings, and the pistons looked like this
So what i verified is that this is a 4.2 stroked , custom forged 8.5:1 ross pistons, Forged rods (name currently escapes me), balanced crank, Windage tray/crank girdle, Double roller timing chain, billet custom spec cam, 1.9″ stainless intake valves, 1.5″ stainless exhaust valves, cnc ported heads, adjustable rocker arms, Arp rod bolts,main bolts, head studs. I reassembled it over the past few days and made a few corrections the previous owner had looked over, including a pickup tube brace, modifying the girdle/pickup tray and fixing a bent compression ring and adding a oil baffle into the pan, and other various minute things. pic fest!
So your still thinking “what is he going to do with a built low compression v6?” Adapt an Eaton m112 supercharger to it of course. Thats a completely different update that when its finished will be unveiled. All in all i think this will make my next season of drifting easier on myself, my pocket book, and give me more time to spend with the love of my life.
p.s. to the haters “deal with it”