- What's up everybody, I'm Chris Forsberg
Formula Drift champion and welcome to the next
installment of Drift Car Dynamics.
As you can see my 1975 Datsun is in a million pieces.
On our last episodes we did a lot of adjustable suspension,
and just like any car guy, I just wasn't finished there.
I tore the car all the way down
to really build it up from the inside out
with an all new aesthetics package, interior and exterior.
Pull the engine out and clean and spot weld
the entire chassis to really stiffen it up
for our new adjustable suspension.
And while the engine's out I have new manifolds,
new turbo, and a whole new cooling system going in
to help make that extra power
so we're even quicker around the track.
(engine roar)
And once we're there I'm gonna show you
all the settings that we go through
to really dial in the car.
(guitar music)
So one of the biggest upgrades that we're
doing to the RB25 now, is a whole new turbo system.
Taking off this old, crusty, log style exhaust manifold
which as you can see is not equal length
it's not a good flow and it causes like a lot of heat
build up in different regions of the manifold.
But it's cast iron so it'll stay together.
However, what we're replacing it with
is this beautiful, equal length Dac Race manifold
two wheeler six into one
which gives an incredible amount of flow
for a lot more mid-range torque.
And then this extra pipe here
is for an external waste gate,
so we have a much larger valve to
control the flow of the exhaust through the turbo
to keep boost levels in check.
(engine roar)
Now anytime you're replacing exhaust components
on your turbo system, you wanna make sure
that you clean the surfaces really well
and always get new gaskets, because you want those
maning services to seal up nice and tight,
because you actually have pressure built up
in your manifold and that's what makes the turbo spin
and what makes the charged air going into your engine
and that's where you get your power from.
So any extra leak will cause boost lag
or just a lack of response from your turbo system.
(engine roar)
One of the other highlight pieces of this build
is this custom carbon and billet intake manifold
it's the true definition of function and form,
versus the stock unit, which is a cast piece
it comes up over the top of the engine
causes a very cluttered engine bay,
and a terrible routing system for a front mat inter-cooler.
This kit gives you a much more direct flow,
very lightweight and a huge single throttle body
which puts it way out in the front
so it's much shorter and cleaner routing system
for your inter-cooler.
Utilizing shorter charge pipes is just like the
exhaust system, it gives you faster response
and quicker boost time, so that you can
get the power to the ground a lot quicker.
(engine roar)
The obvious last piece we need for this setup
is our turbo charger,
which has just arrived, perfect timing.
Look at that.
That's a nice looking piece.
And the nice part about this system,
is it uses full V-band clamps,
so you actually don't even need a gasket
you can just clamp it on there and you can actually
rotate it to be in the perfect spot for your application.
Now with all the pieces in place
you can get a little bit of a better idea of how
a turbo system works.
The exhaust gases flow into the back side
of this turbo charger, spins this wheel here
which creates charged air coming through this housing
out through the inter-cooler and into the engine.
And like I said, you have a valve here
that regulates the pressure in this manifold
so that you don't over boost your engine and blow it up.
(engine roar)
Now another problem with these older cars
especially if you're trying to make a lot of horsepower,
is that they do not have good fuel systems.
Most of them even came carbureted,
so therefore you have to upgrade pretty much the entire
setup in order to get the proper fuel flow into your rails.
What a surge tank does is it's a secondary reservoir
for your fuel, which another fuel pump lives in
so that it doesn't get the cause and effect of
fuel sloshing around in a big ole gas tank.
So now we have a much taller narrower cylinder
with one pump sitting down at the bottom,
to create a direct flow with no aeration
so that we don't cause burned up pumps or burned up motors.
Now the last piece of this engine build
is a new set of Tomei cams.
On this motor, the camshafts sit on top of the engine
because it's a overhead cam setup.
What that means, is that the cams are spinning
on this shaft, based off the timing belt.
And as they rotate, these lobes will push down
on the spring bucket and push the valves open.
And the reason why we got after market cams,
is because you have a higher lift and a higher duration
which is the valve opens deeper and stays open longer
to allow more air into the engine.
And the way that you get that is with the cam design
of these lobes, the fatter the lobe, the wider the duration.
The taller the lobe, the higher the lift.
(engine roar)
Well we got the turbo system fully wrapped up
and on the next episode we're gonna
finalize the engine build and wrap up the rest
of the chassis and get this thing fired up
and ready for the street.
(engine roar)
(guitar music)