- Hey team, Andre from High Performance Academy here, welcome along to another one of our webinars
and in this webinar we're going to be diving into some of the key elements with the Mitsubishi
4G63's oiling system and while oil control problems with about any performance engine can spell
catastrophe pretty quickly, there are some key aspects with the 4G63 engines that you do need
to keep in mind if you want an engine that's going to deliver a long and healthy service life
so we're going to dive into some of those particular topics.
A lot of the stuff that we'll talk about as well doesn't really actually cost any money to go ahead
and modify so some free gains there and we'll jump into that at the end of our pre show.
And we're going to start by just going over what's been happening around HPA Labs
over the last couple of weeks since our last webinar.
And we'll start with the current giveaway that we do have running.
We'll head across to my laptop screen here, I'll get Luke to drop a link into the comments
that you can all follow to get to the same place.
It is just hpacademy.com/giveaway.
So this is perfect for any of you budding engine builders out there.
We know that when it comes to building your own engines there are a few key tools
that you are going to require in order to be able to do the job properly.
Particularly if you want to get into measuring up all of your clearances and making sure that
everything there is perfect.
Rather than relying on your machinist getting these right.
So I'm talking here about tools such as a Precision micrometer set, also a dial bore
gauge.
There's a few other key tools that are really useful as well such as an electric ring
file, particularly one that has a dial gauge on it so you can more accurately remove
a specific amount of material.
We've collected all of that equipment together thanks to the team at Proform over in the US
and we are packaging all of that up with our engine building starter package.
And total value on this giveaway, $2000 USD, there is 18 days left for the giveaway to run
so again you can follow the link that Luke will drop into the comments to get your name into
the draw, there's a few other tasks that you can complete as well that will give you a few
more entries into that.
So jump on that if you are interested in building your own engines, it's going to save
you a lot of money.
Now I just wanted to do a bit of an update on our SR86 as well.
Last time I ran a webinar I was in the midst of doing some testing on it, it's been a long
time coming but basically we had to do a complete rethink on the cooling package
for the whole car.
We were struggling, the last time we raced it, even at a sprint race with the temperatures
climbing over 6 or 8 laps which is obviously not a really good sign if we're considering competing
in a 1 hour long endurance race.
There were some reasons behind this, one of them was that at the time I ran the car at the sprint
series, the outlets from the gearbox as well as the engine oil coolers weren't complete so
that meant that getting air into the coolers was fine but getting it out the other side
which is obviously just as important, it was a little bit convoluted and a little bit
restrictive so anyway we got a test done a couple of weeks back and everything so
far is looking pretty good.
Admittedly air temperatures, given that we are in the midst of winter now, were working in our
favour in order to keep everything cool, I think we're about 7°C ambient temperature but over
about 40 minutes of hard running, basically our oil temperature and engine temperature
stabilised after about 5 laps and never budged which is really promising.
The gearbox temperature was still climbing a little bit but definitely not anything alarming,
up to about 113°C.
So yet to see what's going to actually happen, first of all when we're running in traffic and don't
have direct airflow into the cooling package, and also what's going to happen when we
actually get into the race series which is starting around about spring time, obviously
we're expecting some slightly warmer temperatures than what we've got at
the moment.
So we're hoping to get back to the track this week as well to do some more testing.
Basically we have a full aero package to go on the car, including a front splitter, a flat
under floor, a rear diffuser and a rear wing.
The aim here of course is to try and get some downforce out of the car but we wanted to
basically iron out the rest of the bugs that we had with the car first and make sure that
everything was basically doing what it was told before we tried to add a little bit more complexity
to the car.
So I just want to jump over to my laptop screen and I'll show you a little bit about what's going
on here.
Foolishly I don't actually have a photo of the front splitter fitted but this is the underside
of the front splitter and in particular you can see this section here which I'll just circle,
which is designed to basically create a low pressure area underneath the car, I've got
those strakes as well which look worryingly fragile I'd say with our propensity to run curbs
but we'll see.
Which obviously act to deflect the air or direct the air as well.
So that's the splitter, then we've also got the rear diffuser.
All of this was purchased from Top Stage so this isn't just a show car package, this is
actual proven aero equipment that has been designed properly and has also been proven
to actually give downforce so that's a really important consideration there, there's a lot of
wings available out there on the internet and they're obviously not all created equal.
So we've got the rear diffuser there which we can see Jimmy and Brandon are basically just
getting ready to offer up to the car.
This was an early mock up of one of the uprights for the rear wing and this is another
area with aero that is so easy to overlook, I see a lot of professional teams basically
don't really take into account exactly how much downforce a properly designed rear wing
can generate at maybe speeds upwards of 200 km/h and mounting it solidly is just so
critical, it should go without saying but time and time again I see rear wings that are just
mounted to the deck lid of the rear boot so not really going to work that well because of
course it's going to flex the component that it is mounted to.
So what we've done, you can see in this photo here, there is a rear crash bar that we fitted
after I was rear ended by a BMW race car in our first event.
So that's pretty solidly mounted to the chassis rails.
We've also got, for the rear diffuser, you can see this aluminium section here which has
been milled out and that basically mounts to the diffuser and then of course it allows us to
mount that to the chassis.
Part of the mounting of this as well, all of the components are from Top Stage and
they did give us quite a lot of information about how it should be mounted in terms
of the height above the track surface, that's quite critical for the underbody aero,
some of this can be quite sensitive to ride height changes as well so from memory I think we're
looking at about aa 65 mm ride height to the underbody there, to the underside of the
diffuser and the front splitter.
And obviously there we've got a laser level that's being used just to make sure that
everything is mounted perfectly central to the car.
Now getting these components on and off in a hurry, particularly with the front splitter which is
going to have to come off and go back on every time we put the car on a trailer because it is
so low, that obviously requires some thought so our machinist and fabricator Jimmy made up
these little alloy sections here which bolt to the frame for the rear diffuser, same basically
going on with the front splitter and then there is a couple of little bosses that he's made up
which get welded into the rear subframe so the idea is that it can just be offered up and slid
into those bosses and then there's a mount at the back that bolts up to that rear bash bar.
So relatively pain free to fit and remove those components.
Rear wing here, should again go without saying but getting this mounted at the right angle is
quite critical and again Top Stage were able to give us some information around how that should
be done, what angles we should be looking for, understandably as well there is quite a bit of
an adjustability built into the wing here so this is important because one of the
problems that we do see with any aero package is trying to get the car balanced.
It's very easy to put a big rear wing on the car and create a lot of downforce at the
rear but what that does, if we can't balance that with a similar amount of downforce at
the front end, it's going to create a car that suffers from tragic high speed understeer
because essentially it's transferring the centre of pressure for the aerodynamics, transfers weight
more onto the rear wheels than the front so just having some adjustability for us to be
able to tweak that aero balance is going to be quite critical.
Also just in the process of designing up some end plates which at the moment are
just in a paper template but those will be routed out of carbon once we've got that all complete
as well.
So at this stage, everything's sort of looking pretty good, also the other aspect with
mounting that rear wing, you can see we've got a X brace there that Jimmy's designed up
just to give some strength to that from side to side lateral strength which otherwise
it was going to be able to move around a little bit so we're pretty confident that
everything's nice and solid there.
And hopefully if we are lucky we're going to be able to get to the track later this
week and put it through its paces and see how it works out so of course we'll keep
you updated on how everything pans out.
I think that it's safe to say that we've got a long road ahead of us but we are definitely
in a much better position for the start of our endurance season than we were last year,
when those who will have followed us through that journey know that we tried to
complete a engine swap in about 4.5 weeks, didn't go that well unfortunately so better
luck this year.
Right we'll just head back over to my notes for a second.
The other thing I wanted to just talk you through as well, if I can find it, yep, just wanted
to talk you through the Instagram that I put up a couple of days ago which is of
a clutchless dog box that is used for drag racing.
So these are quite special and I really quite like the technology that's involved in the
thinking that went into these.
So with a conventional dog engagement gearbox which is pretty common in most
forms of motorsport, the gearshift is very very fast and basically we need some kind
of torque interruption to allow the dogs to disengage on the lower gear when
we're shifting up so that the dogs can disengage and we can slide the selector across.
So basically this is a two piece selector here which we've got in the middle.
And what we can see here is that the dogs which I'll just circle here, on one side they
have a back cut, so that locks in on the drive side of the gear that they're engaged in and
conventionally they'd have a back cut on the overrun side as well which is important,
that allows us to keep the gear engaged when we shift down.
And here what we've got is a 2 piece selector instead of 1 piece and what happens is we've got
a ramp on the other side of the dog.
And we'll just jump across to another photo here which shows that in a little bit more detail.
So that's the selector ring, we've got the dog here and on the drive side which is this side,
we've got that back cut, probably a better angle of it there.
So that engages in the matching dog on the gear so that's how the gear is selected.
On the other side though we've got this ramp and the idea here is that that ramp, when it
hits the opposite dog, will actually kick that selector out.
So let's go back to the photo of the whole thing and we'll see what happens.
So what we'd actually do is start, let's talk about this gear since this one is engaged here.
So let's just say for argument's sake that we're in third gear, so the driver actually moves
these dog rings which are normally located in the centre here, moves the lever which
then engages this particular dog ring and that dog engages with third gear.
Now when the driver gets to the shift point, instead of needing an ignition cut or a lift
on the throttle or some interruption of torque to allow the dogs to disengage,
we don't need that with this type of gear box, instead what happens is the driver
uses the lever and this dog ring here is then moved and engaged into fourth gear.
So what we've actually got is a situation where we've got two gears simultaneously
engaged, we've got third gear and fourth gear engaged and normally that doesn't
end well.
However when we go from third to fourth gear, what happens is that once
these dogs here are engaged, the whole gear set actually ends up speeding up and what
happens with these guys over here is that that will then speed up and the dog on the
gear will end up hitting that ramp and it kicks that selector out of gear.
So what this means is for drag racing we've got seamless shifting, we don't need to use
the clutch to shift, we don't need a torque interruption so this allows for faster
uninterrupted acceleration.
Downside is, only any good for drag racing because we can't shift down through the gears
so problem with this style of gearbox is if you have a bad pass, maybe the car gets
loose and you have to lift, generally what's going to happen as soon as you lift, the gearbox will
kick itself out of gear and you're back into neutral and the only solution there is
normally you have to come to a stop, reselect first gear and your run is aborted
but just thought that was an interesting technology and how we can end up getting
seamless shifting.
No just a little shout out to our podcast as well.
If you've been hiding under a rock and you don't know we've got a podcast, well guess
what, we do.
We release a new episode every Tuesday, you can find all of the information and where
to listen at hpatechtorque.com.
Basically you can find HPA Tech Torque podcast though, anywhere you would
normally listen to podcasts.
In this particular episode released this week, we are talking to Kyle from Kelford
Cams here in New Zealand.
We actually had to go all the way over to PRI in Indianapolis in order to actually interview him
but we went through the process that Kelford use to design a new cam, specifically this
one for the brand new, or what was brand new then, A90 Supra.
So if you're interested in learning about that, go and check it out and if you leave a review,
you'll also go into the draw to win an HPA tshirt which we draw every month.
Lastly as well before we move on, we have got another one of our YouTube video
releases which I personally found really interesting.
So this is all about race telemetry.
This again is something we shot back at PRI back when we were allowed to travel.
Telemetry's something that you obviously see a lot of professional motorsport teams
rely heavily on.
If you've ever watched any F1, you'll see the teams intently staring at monitors on the
pit wall while their drivers are out on track.
And it allows us the ability to analyse all of the data coming from the car in real
time live so here we talked to Ty Anderson who actually works for MoTeC over in
Australia but he's actually an ex F1 data engineer as well so if you're interested in
getting a little bit more insight into that, check that out on our YouTube channel.
If you haven't already, subscribe to our channel if you like the video, please give us a thumbs
and if you've got any questions, feel free to ask those in the comments.
Right just a last reminder as well, that giveaway that we're running, the engine building tool set
from Proform, our engine building starter package, $2000 USD worth of value, 18 days left to get
your name into the draw and again I'll get Luke to drop a link in the comments that you
can follow if you want to make that purchase.
Actually one last thing, I just remembered as well, it is HPA's birthday this month and we are
running a 2 week long sale on all of our courses.
So if you are interested in any courses, maybe you have something on your mind that you're
pretty keen on purchasing but maybe you didn't quite have the budget there, we have got
50% off every course but that is only for the next 2 weeks and I will apologise if you're
watching this after the event in our YouTube archive, sorry, you might have missed the
boat on that but for those who are watching live, jump on that, it is a great deal and it's only
for 2 weeks.
Alright thanks for watching, give me a few moments and we'll get started with today's
lesson.
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