Värden snabbaste subaru 9.40/145 mph

[subarumicke1Deltagare]

Intresant läsning om hur man trimmar för att de ska gå fort!!!

Con and Vic from C&V Performance know a thing or two about building tough cars, so you can bet that when they built a 4WD strip car it would be really special…

· Hi-tech boxer
· C&V overhaul
· Drag strip weapon

Just under a decade ago, Subaru launched a vehicle that would revolutionise the four-cylinder car market. The car, of course, was the Subaru Impreza WRX. Straight off the showroom floor the Rex was an animal – a strong 2-litre quad cam boxer, all-wheel-drive, EFI, turbocharged and intercooled – all in an affordable package. Performance was more akin to that of a supercar – able to beat a speeding V8 in a single boost, capable of demolishing bigger more powerful street machines, reliable, economical, and, in the luxury stakes, about as well appointed as any car up to about 75-large and definitely more stylish than your average fast Falcodore.

Since that time, a lot of water has passed under the bridge and the Rex has been developed to the point where it now commands one of the greatest strangleholds on the late-model, high-tech, turbocharged performance car scene in Australia.

Since the inception of the WRX, arguably the most exciting fast four of the past two decades, they have been chopped and slammed, boosted and blown, thrashed and hurled down the black top in all manner, from high-speed police chases including both criminal ram-raiders and highway patrol pursuers, to the drag strip where they are just establishing themselves. The WRX reigned as the cult car of the 90’s, and continues to evolve into the new century.

For George Ferris, owner of this radical wolf in sheeps clothing, the performance argument was black and white: either find someone to build the fastest automatic 1000hp Rexi over the quarter mile in the world, or don’t build the car at all.

”I was sick of people trying to drag race these cars with manual gearboxes,” tells George.

”I found it really annoying that people continued to persevere with such a hopeless situation of running a manual transmission.’

”Many cars need to be built to certain class guidelines, but all we are talking about here was building a car to beat a certain time with little parameters, and an auto was the best way to go with such a small engine capable of 950-1000 horsepower.”

Most racers attempting to drag these constant all-wheel-drive cars have many woeful tales to share around. Disaster stories include smashed second gear cluster packs in the gearbox, CV shafts with the ends chewed off them, busted planetaries, burnt clutches …the list just goes on and on, and each ends with its own little financial disaster.

George is a veteran of tough cars with his list of previous and current toys including a black Lamborghini, a 10-second normally aspirated Commodore, a 502-cube 8-litre Hummer, a Raptor that’s pretty much off it’s face, a blown 9-second T-bucket, and many more toys that most of us could only ever dream of.

So priority number one was to find someone out there that could build a tough auto for the job. As with all his previous projects, George went straight to Con and Vic at C&V Performance in Waterloo, NSW, get an opinion. After extensive research Con and Vic were convinced that they could build a box that would handle the 1000-odd horsepower engine that they had planned on building.

For months they worked on the design of the car and consulted with turbo experts before the work began. Satisfied that they could build a car that would smash the existing record for a four-wheel-drive of 10.01 seconds (which is coincidentally held by an Aussie) within the first two race meetings, George went out and bought an automatic Impreza GX, and a closed deck EJ20 from a local engine importer.

The crank, rod and piston combination for the job was designed on the computer in-house at C&V and, within weeks, a 4340 billet steel stroker crank and set of 3.9mm elongated Argo rods with floating 7.8:1 JE slugs were being dummy assembled in the Subaru crank case. The thoroughly prepared crank case had been sonic tested, O-ringed and treated to the usual rigorous C&V machining processes.

The engine, complete with STi heads, was dummied-up into the car with the four-speed auto. Mike from Tuffy Mufflers, also in Waterloo, worked closely with C&V and designed the intricate exhaust system that warranted the firewall being recessed six inches in the centre of the engine bay. Out of the head, the four two-inch pipes merge at the turbo flange and, after passing through the Turbonetics T70 ceramic ball-bearing turbocharger and the 42mm Turbonetics wastegate, spill out the single four-inch sewer pipe that dumps at the diff.

With the majority of the engine-bay plumbing nutted-out, the unsecured engine was removed and the car was sent to Silhouette Smash Repairs to have the bay repainted, repairs to the car completed and an alloy STi bonnet painted and bolted to the front end.

Con and Vic began building the engine and placed the rotating assembly on a bed of micro-babbitt bearings, with full groove shells for the mains and non-groove for the big ends. The bottom end was given the once over and treated to an over-balance for high rpm work.

The forged JE pistons seal compression with the help of Speed Pro chrome-moly rings with dual spiral locks on floating gudgeon pins. The standard STi heads were ported in the shop and fitted with standard valves and performance springs set with a 60lb harder rate on the seat, while the standard collets and retainers were kept.

With the big compression and boost destined for this baby, a set of Ridgecrest copper head gaskets in 40-thou were the only real choice for the job. Internally the rest of the mods were small – like the cams, which are standard spec STi items. The only real other change was the fitment of half-inch head studs to the block.

However, start poking your head around the engine bay and you’ll be surprised at all the little extras you’ll find, like the massive 1700cc injectors of which there are two fitted to each cylinder to run the dual pattern EMS fuel program. The car can be driven around normally on pump gas, then the computer can be switched over to the race program running ice-cold methanol through the powerplant’s veins. In addition to the latest laptop-programmed EMS Donkey Kong, the engine runs dual MSD 6AL ignition boxes, which are also mounted in the engine bay, and Magnecor silicone ignition leads. The entire car was wired in-house at C&V from scratch and the mass of braided line, billet fittings and custom fabricating in the engine bay has turned the Subi into a work of art under the bonnet.

Just when you think you’ve seen everything there is to see, look a little closer and you might pick up the two-stage nitrous system that helps bring the massive hairdryer up on boost out of the hole.

Dual NOS nitrous units with 20hp and 30hp shots fire progressively out of the hole, and are run by a VL Commodore turbo fuel pump mounted under the car next to the two massive Bosch Motorsport pumps that feed the engine. The nitrous is pumped into the engine via two foggers mounted in front of the intake throttle body.

Other features of the engine bay include a new alloy radiator, removal of the intercooler due to the cold intake temperatures achieved through running alcohol, dual engine-bay-mounted 15-litre fuel tanks for the C16 and alcohol, and braided lines everywhere.

Backing up the powerhouse flat-four is a 2001-model twin-turbo Liberty four-speed auto with a 4.1:1 diff ratio, a 4000-stall converter fitted with a mechanical diode, standard rear LSD and factory tailshaft.

In the suspension department Con re-valved all the shocks in-house while, surprisingly, the rest of the suspension is standard including the standard rims, albeit wrapped in Falken circuit-racing slicks.

So it was with some expectation that the day finally came around to kick the Subi in the guts and get it onto the dyno to get a fuel and ignition curve mapped into the computer. A few hours later, the dyno had 500hp plastered firmly on the screen and the engine was singing like a canary. The car was taken off the dyno and given a couple of dry launches with the nitrous at C&V’s own private testing facilities (out the front of the shop) and the operation decreed ready to party-on dudes.

Vic volunteered to have the inaugural steer at the local street meeting at Eastern Creek and, with 500-odd ponies at the tyres, the boys were pretty confident of smashing the world record first pass – but it was not to be. In order to keep the weight down in the car a tiny Odyssey battery had been fitted that was struggling to deal with the three fuel pumps, complicated engine management system running massive injectors, thermo fans, head lights and on top of all of that, two nitrous systems.

The outcome of this little scenario was that the battery didn’t have enough grunt to fire the nitrous systems so the turbo was slow to spool-up and stopped the car from launching hard.

The result was a 10.6 @ 139.7mph clocked on the first pass and a fraction slower on the second pass due to the headlights being switched on. After that meet the battery was ditched and a bigger sucker lashed to the floor. Now it’s just a matter of waiting for the next street meet to give the car a lash.

”For us, the hardest part about building the car was the time aspect,” tells Con from C&V.

”There was nothing hard about the job, it just chewed up the hours more than we ever thought.

”As for the most enjoyable part of the whole project, well, let’s just say that it is yet to come. However we build all sorts of race cars and street cars here and for us it was great to be able to diversify a little from what we normally do, to be able to plan and build a car that is built as it should be, with a lot of planning and creativity.

”As for our future plans with the car, we intend to run it at the next meet and break the record. It’s that simple,” laughs the big man.

Want more? Then Click Here for bigger and better shots of this and all your favourite feature cars!

Story by Mark Arblaster, Photos by Kevin Ling, Greg Lysien
Fast Fax
Vehicle: ’96 Subaru Impreza GX
Engine: Subaru EJ20, STi heads and cams
Induction: Hand-made manifold with single Turbonetics T70 ceramic ball-bearing turbocharger, 42mm Turbonetics wastegate, and two-stage NOS system
Internals: Billet stroke crank, elongated Argo rods and JE pistons
Ignition: EMS
Exhaust: Drag system
Drivetrain
Gearbox: Push-button four-speed Subaru Liberty auto
Differential: Standard LSD item with 4.11:1 gears
Clutch: N/A
Brakes: N/A

Dom har åkt 9.40, film om någon vill se
http://www.micksmetalcraft.com/

[LegacyLarsaKeymaster]

F-n, SAM, du har ju halva foten inne nu, det är ju bara att sätta igång…. 😉

/Larsa

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