FB Update: Custom Brembo brakes for R34 Time Attack

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custom Brembo brakes for R34 GT-R

We’ve been itching to see these… A very special brake setup for a R34 GT-R time attack project we’ve been working on with our client Drew.  We had Brembo custom build this setup which is not found in their catalog.  The fronts are 8 piston race calipers with titanium pistons and 380mm rotors.  Pretty special brakes!  It is nice to know that they’ll be put to good use!  That same car is getting an Amuse R1000 turbo back race exhaust too!

This post has been rebroadcast from our Facebook fan page.  To see similar updates, visit us at http://www.facebook.com/therealjdm.

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The Other JDM – Jamaica Now Has One Of The World’s Best Evos

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Last November Matt Rus and I featured a curiously insane Lancer Evolution build up taking place in Jamaica. We knew it was the beginning of an extreme project, but we never imagined it would reach these new levels of incredible executing and skill.

Original Post: http://www.bespokeventures.com/blog/2009/11/26/time-attack-evo-by-matt-rus/

Captain Marck Carey’s time attack Evo at this stage has the makings of being top 5 world wide status (time attack Evo wise) as far as I’m concerned. Need proof?

Captian Marck Carey Time Attack Evo

Seriously, I really admire Marck’s ability to put together such an insane Evo. For a private owner build, never mind one done on a Caribbean Island this is really an epic job. I wish him and his team luck as they prepare to build one of the fastest all around cars in the Caribbean.

Check out a few more pictures…

Captian Marck Carey Time Attack EvoCaptian Marck Carey Time Attack Evo

Captian Marck Carey Time Attack EvoCaptian Marck Carey Time Attack Evo

These are just a handful of pictures that I’m really impressed with.

To get involved in 103 pages of message board discussion check out:


Captian Marck Carey Time Attack Evo

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HKS CZ200S Evo X Runs 57.2 At Tsukuba Circuit

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HKS Cz200s Evo X

Wow…the Evo X is getting serious at Tsukuba now. Still a ways away from the Evo 9’s nasty lap times at Tsukuba, the Evo X is step by step catching up. The HKS Evo X demo car is still comparatively street-like in style and tune when compared to their CT9A race car or the Cyber Evo…but these #s are very serious.

It seems like HKS’s deep pockets are paying off in laptimes as they continue to stay at the top of the pack with time attack lap times.



Of course with this car HKS is promoting their supporting parts which helped accomplish the amazing 57.2 lap time. Shown here is their 2.2L stroker kit and dyno graph (sorry for the small resolution).

Anything Evo X related we’re happy to supply your tuning parts and just like with everything else we’re happy to accept price matches to ensure we’re always the best price.

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Work that EVO VIII. by Alex Butti

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By now most of you have heard that the Sierra Sierra Enterprises has broken the record at Buttonwillow a couple of weeks ago. It was a feat, considering how many cars have been trying to chase the record but always fell short.
What is more impressive is not the actual-official lap time (1:43.430, although they ran an unofficial 1:43.200) but the fact that it took Sierra Sierra Enterprises only a year of development to achieve this goal. Taking also into consideration that HKS had been working on their Lancer EVO’s since 2002, you gradually start to understand what an achievement SSE accomplished. I said 2002 because HKS developed the EVO TBR-02 around that time (hence the 02). HKS spent countless amount of time doing R&D, collecting valuable data and they ended up destroying the car at Tsukuba (thanks to Nobuteru Taniguchi). All that work was not wasted though, because the information gathered through the TBR-02 was used toward the CT230R. For years the CT230R had been breaking records left and right. Most of you recall what happened in 2007 at Buttonwillow. HKS came, conquered the track and left a bold statement on the US soil (with a lap time of 1:43.523). That was until March 28th 2010.
Let’s take a closer look to this EVO VIII.
First of all, the SSE EVO does not sport a dry carbon fiber bodykit like the CT230R, but wet carbon panels thanks to Kaminari. Wet carbon fiber is heavier and more fragile than dry carbon fiber, as the resin and the hardening are not distributed homogeneously. This means that the car weights a bit more than the CT230R. Roughly 2750lbs. (the HKS CT230R weight about 2370lbs.).
What it lacks in “silhouette” though it makes up in aerodynamic. As you can see from the picture above, the car resembles very much a DTM racecar. Under the SSE EVO’s belly, there is a sheet of carbon fiber (dry) that runs along the car, from the front splitter to the rear diffuser, which in term it helps to keep the air-turbulence to a minimum. The carbon sheet helps to speed up the air underneath the car helping the chassis to be more stable at high speed. It is a very basic aerodynamic concept.
Here is a closer look at the front end:
Much like the CT230R, the SSE EVO lacks front lights and blinkers (for obvious reasons). The square-looking holes seen above provide fresh air to the oil coolers, while the canards ensure more front bite on the front tires (again, simple aerodynamic concept). Speaking of tires: this EVO wears Hankook C91 DOT tires (275/35/18) wrapped on Advan RS wheels. Although the cars also runs on Volk CE28n’s and TE37’s.
I know some of you are curious to know what’s under the hood. So here it is:
The long block was entirely built by Cosworth, using their 2.2L forged-stroker kit along with Cosworth headgasket, head-studs and valvetrain, with of course bump sticks (280 duration for the intake and 272 duration for the exhaust. Unfortunately I do not know the lift of the cams).
Other bits of the engine are: Full Race exhaust manifold, Garrett twin-scroll turbo (I do not know the spec of the turbo sorry), a Kansai Service intake manifold, dual TiAl wastegate, TiAl BOV, C&R radiator, custom I/C, and lots of Wiggins clamps. (Wiggins clamps are expensive but provide the best seal possible and are tested to support up to 125 PSI of pressure). Along with the Wiggins clamps you also see that all the vacuum lines have been swapped with AN fittings to increase reliability.
You can also see that SSE/ Cosworth used gold foils throughout the engine bay to isolate the heat produced by the 560 hp engine from the ECU harnesses. Mil-Spec wiring was used throughout the car along with Raychem DR25 tubing to ensure insulation and protection; again, for reliability.
Here is where all the magic is orchestrated together. Cosworth’s very own Pectel SQ6 ECU, Pi GPS beacon, and Pectel EDC differential computers; yes, you read that right. This EVO’s differentials are tuned by separate computers.
What’s more to say? There is a NACA duct on the rear passenger’s lexan window that is connected to a 3” silicon hose which draws in fresh air to the electrical fan underneath the EMS, which helps to cool down the ECU’s. Cool eh?
Last but not least, the suspension and chassis tuning bits: the shock towers have been reinforced with steel plates, along with a FIA-approved rollcage, while 4 way Dynamic coilovers have been replaced the stock Bilstein struts. Surprisingly the stock control arms have been left alone aside from the spherical bushings and custom rear toe-arms.
As the picture shows, the rear (and front) stock swaybars have been ditched in favor of these custom mounted units. Very tricky pieces I may say. They can be controlled in the cockpit thanks to adjustable levers, which stiffen or soften the swaybars based on track layout.
Brakes duty is taken care of by Brembo GT magnesium calipers (6 titanium pistons up front, and 4 pistons in the rear). Of course there is an adjustable brake bias knob in the cabin to control the clamping force.
So the SSE EVO broke the record at Buttonwillow, but we all know that HKS has been working on their latest project; the CZ200S. Not to forget also is the Tarzan/ Tomei STi. I can’t wait to see what’s next.
That’s all I have to say for now.
If you want to see more pictures of the SSE EVO, check my link:

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The little Fit that could by Alex Butti

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J's Racing

A couple of years ago I was in Japan at my friend’s house, on the outskirt of Osaka. My trip was scheduled to last 2 weeks before coming back to the US. For those of you that have been to Japan before, you know how short two weeks are. Most people would schedule in advance where to go, what to visit, hang out with friends, sightseeing, tuning shops to check out, or business-related meetings to attend; not me.

Over the past decade I have visited Japan several times, scheduling hardly anything ahead; this trip was no different. While my trip was supposed to last only two weeks, I ended up staying in Japan for five weeks; so why rush? I did manage though to visit few coveted tuning shops; one of them being J’s Racing.
J's Racing
J’s Racing is located on the far west side of Ibaraki-ken, about 20 minutes north of Osaka. Like many other Japanese tuning shops, it is very small, and easy to miss. Upon my arrival I was more excited to meet Umemoto san, (owner and president of the company) than checking out his cars. Although I must say the cars he had at his facility were built with incredible attention to details.
J's Racing Honda Fit
One of the car that caught my attention at the shop was this Hot Version Queen Honda Fit. This Fit as many of you know, went through a lot of modifications.
J's Racing Honda Fit K20
This proven K24/20 engine features Toda ITB’s, Toda connecting rod, a knife-edged S2000 crankshaft, and J’s Racing 13.X:1 pistons among other things.
While I was talking to Umemoto san, I knew this Fit was capable of making close to 320 hp, so I asked him about the exact compression ratio; he smiled and said: “juu san ten dou…” (juu san means “13” in Japanese, while ten means “.” and dou means “something”)…..so I laughed. He clearly didn’t want to reveal the exact number. We can speculate all we want about the exact compression, but at the end it doesn’t matter. Japanese are also fortunate to have higher octane fuel at the local gas stations. For us using race fuel would be mandatory with that compression ratio.
In the picture above you will also notice the custom engine mounts with white inserts. Those white inserts are made of Delrin. Generally you would see aftermarket engine mounts equipped with polyurethane bushings. J’s Racing did not want to use polyurethane because it would flex too much for their application. While solid billet aluminium mounts would cause a lot of vibration on the chassis and on the transmission. Thus the Delrin choice.
J's racing honda fit
My first reaction when I saw the 10 point roll cage in this Fit was: “why welded so low?” The main loop, along with the a-pillar tubing have been welded very low in the car. Umemoto san explained that since the Fit is a high vehicle in standard trim (measuring about 60 inches of height), he wanted to keep the center of gravity as low as possible, thus welding the cage low enough to keep the driver safe while adding stiffness to the chassis. As you can see from the picture, there are gussets everywhere; even on the roof between the a-pillar and the b-pillar. As you notice the doors have been gutted only in the rear, while the front ones have been left alone. I’m sure that a set of carbon fiber doors would help to trim down the weight of this Fit even further.
This Fit also sports lexan windows all around except the front windshield; while a Recaro SPG seat and Takata harnesses are all you’ll find in the interior.

On the outside aside from the front flares, the Fit wears 17 inches Volk TE37 all around wrapped with Advan 048 tires: in the front 235 width, and in the rear 205 width. Brembo 4 pot calipers are found up front, using Seidouya N1 brake pads, while the rear drum brakes have been swapped with Brembo disk brakes mated with Seidouya N1 pads as well.
j's racing honda fit rear diffuser
The Fit also uses Crux coilovers to drop the static height, and as seen in the picture, the bumper has been cut quite a bit to reduce drag while it features a one-off carbon diffuser to help the Fit with the not-so good aerodynamic. If you look closely, you can see the one-off titanium exhaust system and its tail pipe cut flush with the diffuser to help create less drag under the car.

That’s all I have for now. I did however take more pictures about other cars while at J’s Racing. I will make sure to cover them in the future.
I am sorry for the lengthy article.

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The Fontana Nissan 350Z by Alex Butti

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Time attack might not have started in Japan, but Tsukuba Circuit certainly helped the sport to grow tremendously. On the other side of the pond, here in the US, many folks have taken notes. In this post I would like to focus on the “unlimited” class; more specifically about the Nissan Fontana 350Z. Last year Nissan Fontana showed up with an immaculate Z chassis and very competitive car built originally for GRAND-AM usage. I think this car needs a spotlight !

Fontana Nissan 350Z

You won’t find crazy aero on this Z. A simple front splitter, a proven rear wing are pretty much the only aero visible added to the car. What you will find though, are tons of details.

Fontana Nissan 350Z

In the picture above the first thing that catches people’ attention is the unique intake manifold. The VQ35DE is known to have problem with lack of air supply in the cylinder 1 and 2. Companies like Fontana Nissan started to do some R&D using CFD (Computation Fluid Dynamics) analysis results; and a bigger plenum was fabricated allowing more air into the first two cylinders.
Another detail seen in the picture is the radiator breather tank. When the coolant raises in temperature due to the high workload of the engine, air-bubble start to appear in the cooling system decreasing output performance. The breather tank helps to avoid this issue and keep the cooling system free from bubbles.

Fontana Nissan 350Z
Behind the shock towers you’ll notice the fire extinguisher nozzles. The nozzles are attached to light-weight aluminium brackets to keep the weigh of the car down to a minimum. Also notice the 4 way JRZ remote resevoir as well as the DR-25 Raychem tubing that isolates the heat of the engine from the wiring harnesses.

For those of you that are interested: this Z sports a fully built Cosworth long block using its stroker kit that bumps the displacement to a healthier 3.8 liter. The Fontana Nissan Z puts down roughly 420-430 hp to the rear wheels. Not shabby considering a stock VQ35DE dynos at about 230-240 hp at the wheel.

Fontana Nissan 350Z
Like I said earlier, details. The X-Trac sequential transmission can cost around $45.000-that’s not a typo. Clearly this shows how bad the Nissan Fontana Team wants to win. Of course the transmission’s gears can be swapped depending on the road course and the setup of the car. Take also a look at the dry carbon fiber dash. (all the exterior body panels are made of the same material as well).

Underneath the switch panel you see a red Tilton knob. This knob is a manual brake bias that allows the driver to adjust the amount of brake force applied on the front vs. the rear. A must for any serious race car.

On the right side of the stick shift there are two small levers. A red one and a black one. They are responsible to adjust the front and rear sway bars respectively; again, a must.

A mandatory MoTec M800 ECU controls the engine’s vitals and makes sure everything runs properly.

Fontana Nissan 350Z
Look how clean the Woodward steering column clamp with the MoTec data aquisition SDL monitor. I am sorry for the lack of words, but I don’t have much to say in regard. Just top of the line components here. The three white cups on the right are the Tilton remote brake-fluid resevoirs.

Fontana Nissan 350Z

You might ask why, the Tilton brake pedals are mounted on a rail?
The reason being, the bucket seat is bolted onto the chassis, and can not be moved forward or backward. Nissan Fontana wanted to keep the weight distribution of the Z at 50/50. The driver is the second heaviest “thing” in a car after the engine. Moving the driver’s seat forward would upset the weigh distribution. So what Nissan Fontana did was to mount the pedals onto a carbon fiber platform that can be moved forward or backward if necessary. That way different drivers can drive the car; clever.

Anyway, I have a little bit more to share about this car. I will do another entry in the near future, as well as more coverage about time attack.

Thanks for reading.

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Esprit’s Z33 350Z Race Car

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I love how hardcore this car is. Esprit always has made some hardcore race cars and crazy parts…Although Esprit is known for some crazy NSXs and GT-Rs, I really like just how raw this 350Z is. Notice the dry carbon doors, the dry carbon wing, and the dry carbon intercooler duct, three of Esprit’s many parts they built for this car. Powered by a RB26DETT! Pure function.

Esprit Z33 350Z Time Attack Car

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