InActiv Motorsports

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About InActiv Motorsports

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    Junior Member

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  • Car
    1993 626 5 spd

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  • Location
    Orlando, Fl
  • Interests
  1. Got both cars unloaded after a very long week, #626 had private test day at Sebring and the sister car #407 just finished 15th overallm (out of 97) at the 24hrs of VIR.
  2. Hey John, I'm trying not being a dick here. (this is Alex, the mechanic on this car) we all have been using the same account. Anyways, you have never put the car on a dyno, so in fact you have zero idea how much your old setups were making, you also never had it dyno tuned, only street tuning. Ask any real race shop which is the better option for tuning a car. You can't say X is worth 15hp and Y is worth 5hp so XY=20hp gain. Thats not how any of this works in the real world. You did a great job on the car when you had it and made everything easier, but you are NOT an engine builder or tuner and this car showed it after we got it. reving the car 21% higher does not give you 21% more horse power. thats not how internal combustion engines work. I have been a professional mechanic for over 20 years, I have seen the errors in your posts about building engines, you even admitted to forgetting extremely critical engine parts that caused engine failure. I'm only letting you know this to know we are not some group of idiots who threw a car together and are running it. We have dyno graphs to prove A/F ratios and horsepower levels of the engine build. We had a professional tuner go over the entire tune and fix it. Who was your tuner? We've actually talked about racing this car ourselves just to prove how good of a car it really is and then give renters something to aspire to.
  3. We're pretty happy with how the car worked at Sebring last week. Three hours on-track and no issues. We think some adjustments to the fuel tank/pickup (Hydramat) will help and we'll button up a few other items and it'll be ready.
  4. Also a 13.3:1 AFR is not fatter than 12.9. It's leaner. A full load AFR in an NA engine should be in the 12.0-13.0 range. 13.3 is getting too lean and will increase EGT's as well as lower the safety margin for fuel variances.
  5. We don't have a 10.5:1 motor. This is one of the rare 10.7:1 engines. That's why it had 2 FSH9 cams in it, factory header and a chromoly flywheel. It revs stock to 7k rpms. We are asking people to shift well before that. Even if it goes to 7k, it's tuned all the way up there and won't be an issue. THIS engine with the dyno tuned standalone well not be a weak point in the car as far as performance OR reliability.
  6. No, Chump will not be hosting a practice session on Friday (practice sessions are rare, at least in the eastern region where we race). We will have the car at the track early to get drivers in the car, suited up and acquainted with everything and perhaps even drive around the paddock. We also have to tech the car for 2017. The FS-ZE engine has higher compression pistons, bespoke cams, slightly different head casting, header and the dual-stage intake (which we don't need as the car won't be at low rpm very often). The ZE peak power rating is at 6800 rpm. Shifting the car at 6500 (and the shift light is actually set lower) isn't pushing it. Even at a very conservative 5500 rpm the car is making just under 150 whp. It's doubtful the previous engine was making 140 hp. Very likely much less. A stock DE will make ~100-105 whp (against a stock rating of 118 hp @ 5500 rpm). A bolt-on DE will make ~110-115 whp. In fact, putting ZE cams in a DE has shown to produce only very modest power increases (attached dyno graphs). A key issue is a proper tune. A rich tune is going to hurt the engine as it not only impedes efficient combustion, but washes down the cylinders with fuel while diluting the oil and reducing viscosity. The end result in endurance racing is a bottom end failure (bearing, rod, etc.). We honestly turned to a professional to tune the car on the dyno. The current tune has 17 degrees through peak torque, 21 degrees out at rev limiter, AFR tuned to 12.9 @ WOT and also a fuel cut that shuts off the fuel completely on long decel. We'll be going through the brakes when fresh pads go on the car and if warranted, will put the new spares on and rebuild what's on the car and put them in the spares box. No doubt the old RE71's we were running had somewhat of an impact on the braking performance.
  7. We tested on a set of worn out R71s, like the rears are almost bald. I'm sure it was more of a tire issue. Alex drove the car for a 1.5 hour stint without issue, after Sean was in the car for over an hour is when he started noticing this. We loaded the car and went home since we are now at VIR racing our other chumpcar. We'll do a full tear down on the car when we are back and see how bad the tires are in the rear, i'm guessing they are completely done.
  8. except we took the stock motor and threw it in the trash. Now we have the JDM FS-ZE engine with a proper dyno tune.
  9. Shifting at about 6300-6500 but it pulls cleanly to 7000 rpm. Suspension felt good with a touch of oversteer (at least I thought so), but well balanced and flat. The brakes seem to need a little less rear-bias, as with the FWD dynamics under moderate-heavy breaking the rears lock up much more quickly. A less aggressive pad may be a simple solution. We were running it on an old set of RE71R's that came mounted on the RPF1's, and they were decent but probably not as good as fresh RS4's. It'll be on fresh RS4's for Sebring. Yes, the cage is tight. We will be adjusting the seat forward slightly and adding more rearward tilt. The smaller and removable steering wheel and adjustments to the dash bar to allow more tilt-wheel adjustment help considerably.
  10. So we tested the car at Sebring this afternoon in mid-90 degree August weather with predictably high track surface temps. Not a peep out of the car. One of our guys was out for ~1:20 with no issues. He traded off with another of our guys who drove for another ~1:30. No overheating. No brake fade. No leaks. The tune on the car is solid and it made good power and ran well all day and we drove it into the trailer. Honestly, with all of us coming from high horsepower, fast cars that run in the teens at Sebring we had a great time running the car today. Fuel burn during while hot on-track was about 5.1 gallons per hour. At ~1:45, we noticed a little hitch in T17 so will be putting some Hydramat in the tank. There are only a few things to be completed on the car, but at this point we are very confident that it's solid.
  11. Yeah, we'll see. There are other cars running those surface-mount defrosters. We haven't had much problem with our other car and fogging so will see how this one is but will address as appropriate.
  12. You can actually see the tape we used to try to stop the crack from spreading. No way that would pass tech.
  13. The windshield had a crack on the bottom on the passenger side and would not have passed tech. We did not reinstall an electric defroster and will install a blower and use an anti-fog on it. Chump won't red flag for rain, but they will red flag for lightning. We were parked for 3 hours last year at Sebring before racing resumed.
  14. Car lost 30lbs today! Thanks to Braile batteries. Highly recommend them,