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LFX (GM V6) in a Miata @ Goodwin Racing

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  • thepass
    started a topic LFX (GM V6) in a Miata @ Goodwin Racing

    LFX (GM V6) in a Miata @ Goodwin Racing

    I'd like to share something we're working on here so everyone can follow along. In the never-ending search for more power (and the silly desire to have it from a reliable package) a full drivetrain swap has begun for my #13 time attack car.

    The car:



    This is a 1990 chassis that has been running a turbocharged 1.6 for many seasons. Current power is around 215 whp, it's been enough to beat up on some much "faster" cars at the track thanks to good suspension, aerodynamics, and lightweight. Won a season of Miata Challenge, even took home a 1st place last year in one of the rounds of Redline Time Attack. However, with sights set on higher levels of competition that pit us against cars of all makes/models, many of which have big V8s and the like, it's time for some more firepower.

    The donors for the new recipe are the Chevy Camaro and Cadillac CTS, with conversion parts from V8Roadsters and some good ol' fashion fabrication mixed in.

    Engine comes from a 2012-2014 Camaro. Transmission can come from either the Camaro or CTS of those years. Differential comes from a 2006-2008 CTS:





    Why the change? Why not go for more power with the Miata motor and turbo?

    One, turbos put off a LOT of heat. I've melted just about every plastic or rubber part on the driver's side of the engine bay at one point or another. Second, there's a laundry list of changes that need doing to just about every turbo kit out there to have a hope of running reliably under racing use. This car got there, but it took half a decade of custom revisions and improvements to do so. Finally, at the end of the day you can't get away from the fact that when you're asking a motor to put out 100-200% MORE power than it was originally intended to, longevity is not its strong suit any more. Then we get to the rest of the drivetrain.. a Miata transmission's lifespan begins plummeting above 200 ft-lbs of torque. And that brings us here: the search for a great motor pairing for the car that was designed from the beginning to make all the power we want, which should make for not only a faster car but also a more reliable one.

    We've done a lot of paper-napkin estimates about this swap, and on paper it looks very good for power and drivability without sacrificing light weight. There are more than a few reasons that it looks more appealing than a V8 swap - less chassis modifications needed, smoother and higher-revving than the V8s, better weight distribution, etc.

    To top things off, V8Roadsters is working on CARB approval for this swap. No promises yet, but that could mean big things here in California. If the kits get CARB approval then we'll likely be doing a lot more of these swaps in the future, so this is a great opportunity to work through the process first-hand.

    I'm already a good portion of the way through this project, will be posting in future days to get things caught up!
    Last edited by thepass; 10-06-2016, 10:54 PM.

  • Loose Caboose
    replied
    I love catching up on this great project. So much knowledge and skill. The carbon pieces are really something. Is this something Moti is now doing on a regular basis?

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  • ucfbrett
    replied
    Go get 'em, Ryan.

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  • thepass
    replied
    Sorry for the lack of updates gents, things always get crazy at the end of the season and with the additional chaos of moving our Goodwin Racing home to a new larger location I've been even more tied up.

    We won the Pro Am round 3 at Buttonwillow which also meant winning the ProAm season for Limited class (the season points are measured against competitors with all drivetrains).



    For that event I got the repaired GT1000 wing back on the car. Had to trim it down a lot in angle to balance with the 2017 front end. It was a hot day but still the first time I was able to take Riverside completely flat out, so the wing is definitely an improvement over the last... which is saying quite a bit coming from a massive Kognition airfoil before. I used to enter Riverside at about 110 mph and bleed down to 106 or so at the apex before accellerating out. This time I'm entering with my foot on the floor never lifting and at that same point I was doing 106, now I'm at 114 mph and climbing.
    Power felt low all day and I had worries the engine was getting tired. Then in the last session after splashing some fresh gas in the power came back. I did some backtracking in my head on the age of the E85 that I had left in the tank and it was just at the 3 month mark in age. One of those things.. you know E85 ages out but then when you have an experience like that it really underlines it for you. I'll be ensuring I get fresh fuel for every event in the future.

    Following that, all eyes have been set on Superlap Battle. The primary focus has been rebuilding the 2018 front aero, with a trip back up to Blackbird Fabworx. We ended up cutting the splitter in half, putting the good half back in the mold and building out the other half fresh the same way we made the original. Pretty darn cool to do the whole layup and put it under vacuum and the finished half and the fresh carbon half just suck into the mold like a glove and cure together. Not saying it was easy, but certainly rewarding.

    Finished splitter came back to San Diego with me and then it was thrash time to rebuild the brackets, ducting, front bumper, etc. for that front end. The last of the VIR damage disappeared with the addition of some carbon/kevlar fenders.



    Tired of the issues with the SPEC clutch I swapped to a Luk factory clutch/flywheel. Not ideal, but given the choice between 20 lbs and a clutch that works, I know what I'm picking.
    Lots of other small updates like changing to Stoptech's race floating rotor that allows a little more float which should help with knockback from the flexible factory front uprights. Full inspection on the car, replaced several bits, etc. Another corner balance and alignment and then we were ready to do a shakedown of all the new stuff.

    With Superlap Battle coming up on the 8th, I went out to Streets of Willow this past Saturday. Great shakedown overall, worked through the many little things that always pop up on shakedowns with new parts, and the car feels great. The good news is the clutch is shifting way better. The bad news is that 5th gear is toast, too many times grinding into gear and the damage was already done before I changed to the factory clutch. It got worse through the day to where at the end of the day it refused to go into 5th any more.

    Despite that, we happened to set a new Miata lap record for CCW with a 1:19.31... while coasting down the straight in 4th, and on the street tires we run at GTA. So, a lot of things are working right. Both aero and mechanical grip are dialed.



    So, we're back at the shop and last night I got the drivetrain out. I have another MV7 here, it's the one I was running in 2017 that never shifted right because the shifter pivot was seized. We fiddled with the pivot for a couple hours and got it freed up, so in it went! This trans has had plenty of grinding into gear on the old spec clutch as well, so its health is unknown but it was still working when it came out so now with the good clutch in it hopefully it's happy. Sit rep as of last night:



    She's back in the car now, getting the last bits bolted on and fluids in tonight. Fingers crossed the trans is good and we'll be rocking and rolling in two days at Buttonwillow.
    Last edited by thepass; 11-05-2018, 05:07 PM.

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  • thepass
    replied
    I won a free Competition Clutch at the last Global Time Attack event for fastest overall time. I can't use it (they don't make a clutch for the LFX) so I'm giving it away on Instagram. If you know someone in need, help me find a good home for it by nominating them:

    Instagram: AKAThePass #winmycompetitionclutch

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  • Eric Richter
    replied
    Nice driving You definitely had your hands full

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  • thepass
    replied
    The car had to make the week-long trip back across the country, and it was still held together by duct tape. By the end of Sunday, I didnít want to even think about all the work that lay ahead to repair the car. Before we left for VIR I had signed up for Global Time Attackís ProAm round 2 on June 3. Thereís no way I was going to make that event.

    I flew home and had a few days to myself before the car returned to think things over. One day in, I had already decided I was going to run at GTA. When the car returned I had four days with it before I needed to be on the road to Willow Springs International Raceway. I did a full inspection on the car, separated the list of repairs by priority and focused on just what it absolutely needed. The 2017 front and rear aero package came out of the office and went back on, and I rebuilt a few items that were needed to make that possible.

    It was a hectic few days, but by Friday it was ready to rock.



    Willow Springs International Raceway, GTA ProAm Round 2. Just days from arriving back in CA with a broken car.



    Session 1 was already hot out in the desert. I took an early lead with a 1:26.8. With most of the Unlimited class cars on the East coast for the recent Pro event we realized that I was in the race for the top time of the day, with a Limited AWD GTR nipping at my heels a few thousands behind, and the rest of the Limited class a bit further behind.



    By mid-day it was 104įF ambient / 138įF surface temps. Way too hot for the tires, they were greasy even on the out lap, which made for a wild ride at full pace. Itís been a while since Iíve driven WSIR so despite the heat I found a few more tenths with a 1:26.5. The GTR went slower, and I took the overall top time of day in addition to my class win.

    Full results are here: | RD2 GTA Pro Am Willow Springs RESULTS





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  • thepass
    replied
    The car had to make the week-long trip back across the country, and it was still held together by duct tape. By the end of Sunday, I didnít want to even think about all the work that lay ahead to repair the car. Before we left for VIR I had signed up for Global Time Attackís ProAm round 2 on June 3. Thereís no way I was going to make that event.

    I flew home and had a few days to myself before the car returned to think things over. One day in, I had already decided I was going to run at GTA. When the car returned I had four days with it before I needed to be on the road to Willow Springs International Raceway. I did a full inspection on the car, separated the list of repairs by priority and focused on just what it absolutely needed. The 2017 front and rear aero package came out of the office and went back on, and I rebuilt a few items that were needed to make that possible.

    It was a hectic few days, but by Friday it was ready to rock.



    Willow Springs International Raceway, GTA ProAm Round 2. Just days from arriving back in CA with a broken car.



    Session 1 was already hot out in the desert. I took an early lead with a 1:26.8. With most of the Unlimited class cars on the East coast for the recent Pro event we realized that I was in the race for the top time of the day, with a Limited AWD GTR nipping at my heels a few thousands behind, and the rest of the Limited class a bit further behind.



    By mid-day it was 104įF ambient / 138įF surface temps. Way too hot for the tires, they were greasy even on the out lap, which made for a wild ride at full pace. Itís been a while since Iíve driven WSIR so despite the heat I found a few more tenths with a 1:26.5. The GTR went slower, and I took the overall top time of day in addition to my class win.

    Full results are here: | RD2 GTA Pro Am Willow Springs RESULTS

    [youtube]https://youtu.be/Sh4nIPUZSek[/youtube]



    Last edited by thepass; 06-12-2018, 02:42 AM.

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  • thepass
    replied
    Whew! Itís been a crazy few weeks. Some of you guys have probably already seen posts about the event elsewhere but I want to be sure to keep the build thread up to date.

    The final couple weeks prepping for UTCC were full of a lot of long days. Moti of Blackbird Fabworx and I had just finished up the new front aero config and it would be debuting at UTCC. For the new splitter I had to make all new mountings, ducting and airdam. I also moved to a new GT1000 wing at the rear to balance. Just a couple days before the car needed to be loaded up for the journey I got out to Willow Springs International Raceway for a shakedown.



    First impressions were great. Mega grip, doing 1:27's while just cruising and doing systems check on used RC1 tires. Front aero was doing a lot of scraping, ride height was a little too low. Lost a CV joint boot on the right axle which ended the day, but I had found the weak points that needed correction so it was job done.

    Sat/Sun were long days. Built struts to support the rear endplates (GT1000 is an animal, serious suction under that wing, Emilio and I were both bending the endplates through T8 and down the front straight). Resized the front endplates, made new titanium wear strips for the front endplates with rounded edges to reduce the shock when they scrape, added an additional mounting point in the splitter with corresponding mount in the frame (good problem to have, tons of downforce), pulled the axle and replaced the boot, raised the car a half inch front and rear to improve clearance. Got it buttoned up and then loaded with the 949 guys. Sonny and Manny began the tow across the country. I had 3 days to catch up on sleep.

    The weather forecast wasnít looking good for UTCC on Friday, but guys from that area said it can change rapidly. We made sure we had a rain tire strategy and packed jackets and rain-X. Well, everyone but John, who only wears shorts and T shirts...

    Thursday came, CA to VA.



    Prepping Friday morning, very wet.



    Morning conditions were abysmal, needed to pack snorkels. Went out anyways on the rain tires and did some easy laps. Some epic pics were the up-side:





    The weather was shifting constantly. We would watch the weather till the last minute, pick tires, go out and then the weather would change as soon as you hit the track. Rain tires canít be run on a dry line because youíll literally burn them to nothing in less than a lap, and slicks simply donít work in the rain. UTCC drivers were split into an A and B group, with both Emilio in the Supermiata and myself in group B. During group Aís first timed session, the track dried up and there was a nearly completely dry line all the way around the track. That session got delayed a couple times due to cars going off, etc. and went super long which pushed our group B session later and later. Not knowing what the conditions were on-track, we both went out on rain tires.



    On the out-lap we discovered what group A had been enjoying: a perfectly dry line. We both quickly worked our way around the track careful to not overheat the rain tires and then pulled right back in to the pits to swap to slicks. The team swapped Emilioís wheels first, he went back out, and then they jumped to my car. As the jack released and let me back on to the ground, the first rain drops began to fall again. By the time I got to the track entry, it was pouring. I went out, determined to try to get a lap in just to have something in the books. It was standing water everywhere and the slicks felt like there was nothing connected to the steering wheel. I had an off in T4, and on wet grass the only thing to stop you is the tire wall.



    I was OK, but this was a really low moment for me, sitting in the car unable to see how badly it was damaged and knowing there was no way for any of that new aero to have survived. So many hours in the car, so much work from everyone to get it all the way across the country, and I get a couple soaking wet laps and the weekend is over. The tow truck brought me back to the pits, damaging the hood during the tow just to help rub things in.

    Back in the pits it was as I feared: the splitter was destroyed along with damage to the ducting, hood, fender, door, barge board, the rear wing and the steering. The 949 guys shared their condolences but immediately sprang into ďhow can we get this thing back on the track?Ē mode. I was still reeling from the anger and frustration of so many hours lost and so many more suddenly piled up ahead of me to repair it, but Emilio had some sage words of advice: ďWhen youíre home and you look back on today a month from now, youíll wish you had tried to repair it if you donít.Ē I sat down for a little while to think things through, and anger turned to determination. This is not how this weekend was going to end.

    We came up with a game plan to graft 949ís small backup splitter on to the car, build new splitter mounts, hammer the fender into rough shape, leave the rest of the body damage as it was and tape up the rest, and just run what was left of the wing (which was just the primary element). Everyone jumped in and helped. At some point, someone dropped by our pits to make sure I was OK for those following along on MiataTurbo.net which I really appreciated and snapped this pic. Not sure why I was smiling, likely just delusional:



    She wasnít pretty, but it would do:



    Sonny did an on-the-fly toe fix to get the wheels pointed roughly straight. Then we discovered the power steering rack had cracked and lost fluid. That required some more Macgyvering; with no way to seal the rack, we scavenged a couple lines from the steering cooler to create a loop from the pump outlet back to the reservoir so the pump could run and cycle its fluid and not burn itself up. We left the steering rack just open-air depowered with tape over the open ports. It might not feel great, but I could steer.

    ​​​​​​​To be sure we had enough work to do, Bullet went into the wall the session after me. Emilio somehow got it back to the pits without a tow, so about the time we got Hyper patched up it was time to jump on Bullet as get that one back into shape.

    Sonny made this montage from me going back out for the final session of the day. It felt as big as any win to just be driving the car back out onto the track.



    I was just happy to be moving:



    The conditions were even worse than the morning. They black flagged the session and shut the track down for the day due to the rain flooding a portion of the track. Back in the pits though, it was high fives all around.

    With such terrible conditions ruining most of the day and only half the UTCC field getting a chance at a decent lap, GRM pulled some strings to give everyone a single session on Saturday. We crossed our fingers with the hopes of getting a shot at a dry track, but the rain gods werenít going to let that fly. When the session came on Saturday, a massive cloud rolled in and dumped on the track just 15 minutes before the session, and left about 30 minutes after the session ended. No chance.

    Unfortunately, this means the UTCC results for this year are pretty much meaningless; the top half of the results are group A who got nearly dry conditions for one session, group B never got a shot.

    With Saturdayís UTCC session pointless, we all turned our attention to supporting Bullet which was being driven by Sonny in STU and TTU against a bunch of exotic hardware.



    The forecast for Sunday looked clear and I realized I might be able to get a chance at some dry laps. Sunday morning I spoke with the NASA staff and lucked into getting a spot in HPDE3. YES I was going to finally get to drive VIR a bit.

    First session was full of traffic and got cut short by the splitter scraping on the ground. We got to work reinforcing and adding mounts. More Macguyvering, and a couple endplates gave their lives to further support the damaged splitter.

    Second session out, the splitter was holding and I was just loving the chance to begin to feel the rhythm of VIRís complexes at some speed. There was zero aero grip compared to what the car usually has and the steering was a little wonky, but the car still felt decently quick and I was going to enjoy this. Still had traffic on every lap but began to get the feel of things and find a little speed. Here are a 2:03 and 2:04 among traffic:



    Third session, finally a bit of clear track ahead of me. 1:58.9
    Second fastest Miata to ever lap VIR, behind only Bullet which Sonny did a 1:57.x in on Saturday.
    Iíll take that. Bruised and battered, but still fighting:



    In the craze of the weekend I had forgotten to charge the GoPro so I didnít get that lap on video. Cíest la vie.

    The team after three days of busting our butts in the rain. Low on sleep, a little loopy, and thoroughly satisfied:



    Looking at TT results for Sunday:
    https://racehero.io/events/nasa-ma-v...c-2018/results
    If I had ran NASA TT my 1:58.9 would have taken 3rd overall for the entire day, behind only two TTU cars (Dan Raver in the LS7 Superlight and Sonny in Bullet). Faster than every entry in TT1, TT2, etc.

    It wasnít the way any of us envisioned the weekend going, but I was still all smiles just to have had a dry day at VIR and a respectable lap time to hang my hat on until we have a chance to return.

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  • thepass
    replied

    Leave a comment:


  • Blackbird
    replied
    ^ I call BS, you're allowed TDs (semi inside joke)!

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  • thepass
    replied
    Originally posted by SteveLevin View Post
    So if this is "Limited" ... what's "Unlimited"? Anti-Grav? Warp Drive? A herd of 'roid-enraged hamsters?

    Seriously, this thing is so awesome and i love the use of this engine and E85.

    Steve
    Unlimited allows some ludicrous stuff. That's not to say that all Unlimited cars are taking full advantage of what's allowed, but you can really go off the reservation in Unlimited if you want to.



    Originally posted by Blackbird View Post
    Actually there are some massive differences between what you're allowed to do in "Limited" and what you're allowed to do in "Unlimited".
    Massive amount of modifications to the chassis, completely redone bodywork, active aero, chop tops, engine relocation etc.. the list is long.
    Ryan's car is a work of art built to make the most out of the Limited class rules and does so very successfully.
    Don't forget perhaps the most important one - I have to run street tires
    Last edited by thepass; 05-02-2018, 10:57 AM.

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  • SteveLevin
    replied
    Originally posted by Blackbird View Post
    Actually there are some massive differences between what you're allowed to do in "Limited" and what you're allowed to do in "Unlimited".
    I figured, but I had come up with the hamster line earlier in the day and the failed comic in me had to find a way to use it.

    Steve

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  • Red_5
    replied
    Originally posted by SteveLevin View Post
    So if this is "Limited" ... what's "Unlimited"? Anti-Grav? Warp Drive? A herd of 'roid-enraged hamsters?

    Seriously, this thing is so awesome and i love the use of this engine and E85.

    Steve
    Without having looked at the rules, I'd guess Ryan's car is a rolling example of the Limited class rules. If he changed it, it's allowed. If it's still Miata, it's not allowed.

    Moti, are you looking for anymore apprentices?

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  • Blackbird
    replied
    Originally posted by SteveLevin View Post
    So if this is "Limited" ... what's "Unlimited"? Anti-Grav? Warp Drive? A herd of 'roid-enraged hamsters?
    Actually there are some massive differences between what you're allowed to do in "Limited" and what you're allowed to do in "Unlimited".
    Massive amount of modifications to the chassis, completely redone bodywork, active aero, chop tops, engine relocation etc.. the list is long.
    Ryan's car is a work of art built to make the most out of the Limited class rules and does so very successfully.

    Leave a comment:

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