ooja3k

iTrader: (1)

Agreed.

The shifter feel in these Camaro transmissions are garbage compared to the stock miatas. Even the gretrag I had was better.

Is there a v6 shifter on that site? All I can find are ones for the v8.

ooja3k

iTrader: (1)

Many guys I work with including myself have taken numerous cars to Church over the last few years. We have all recently started looking elsewhere and his guys seem to not care about your car, his tuning is a bit suspect, and really doesn't seem very thorough. I wish AED in Corona, CA did LFX's as I am not happy with my tune from Church. He absolutely blew Church out if the water with his knowledge and thoroughness back when my car had an EFR kit on it.

LukeG

I think he modified a V8 shifter to work. From what I read, they haven't made a v6 camaro shifter in a couple years.

ooja3k

iTrader: (1)

After watching the video on their website, it appears they work for both cars. I believe that djwade may have some issues of the front connection arms rotating/loosening his bolts and the shifter moving lower out of position. Hence why MGW has a secondary roll pin on each bar to prevent this. If I were to do the same thing, I'd weld a tabs on the arms and drill a bolt and roll pin hole to prevent this.

I too am looking at anything possible to improve the feel of the v6 shifter.

LukeG

So Spec still sells the clutch and flywheel you had issues with. Are they aware of the issues and did they fix it?

Leafy

iTrader: (1)

It's spec, they don't care how shitty their products are ricers are still going to buy them because stage 3 bro. At least the camaro one doesn't straight up break the friction disc spring mounts or springs or have the unsprung hub just a sprung one with steel tube where the springs go.

gooflophaze

I don't care if they claim they've fix it. **** 'em. And I shall sing from on high "Don't buy from them. Ever." https://www.miataturbo.net/build-thr...0/#post1409517

LukeG

Yikes. That is pretty shitty of them.

matrussell122

iTrader: (1)

The evolution of this car has been great. Was thumbing through the old aero thread and found this picture from 2012

Scaxx

It's been crazy to watch it grow into what it's become

ThePass

iTrader: (3)

Season recap and a look ahead

This has been a season to remember.
In March we set the Modified Production Car Lap Record for Chuckwalla Valley Raceway CW.
At GTA Round 1 we took 1st place and top time across all drivetrains for Limited.
At VIR the unfortunate contact with the wall set development back about 150 hours, but it also offered me an amazing opportunity to learn from the Supermiata crew as we thrashed to get the car back into running shape and made it out to set the 2nd fastest Miata lap of that track ever.
GTA Round 2 fell just one week after the car arrived back in CA wounded from VIR. It took some long nights but we didn't just make it to round 2, we took another 1st place and top time across all drivetrains for Limited.
At GTA Round 3 we cinched the season championship with another identical result.

We've come incredibly far, and we've reached this point by setting big goals and working towards them.
I want to continue to seek big challenges to drive us to improve. I’ve been thinking about this a lot over the second half of this year; where do we go to push ourselves to the next level?

With excellent timing, at the driver's summit at SEMA the GTA series announced very exciting changes for the future. Inspired by and working with World Time Attack Challenge in Australia, GTA is evolving to focus on one new "superbowl" US event. This new Superlap Battle USA is to be held at Circuit of the Americas with a rule book tweaked to facilitate cross-over with WTAC cars from Australia, Japan, and more. Besides that event, there will be just three Pro series events on the calendar (two East Coast events and Buttonwillow remains as the season finals in November). At the driver's summit at PRI they announced a joining of forces with other organizations to form the North American Time Attack Council, creating a new driver licensing structure and a new series hierarchy where SCCA serves as the club level entry point to time attack feeding drivers up the ranks into GTA as the premier Pro level national series for North America.

This presents us with big new challenges.
1) COTA is a big horsepower track. We're the best on the brakes and in the corners, but GTRs can bring 1000hp to the fight and at this track with tons of room to use it that will be a massive advantage for them.
2) With the new spotlight on an event bigger and badder than ever, it will draw larger teams and budgets. Further to that point, with a chance of international teams making the trip over by 2020, competition is going to escalate to a new level.
3) Classes have evolved for 2019. Similar to WTAC, there will no longer be any division by drivetrain layout. It's now just Enthusiast, Street, Limited, Unlimited. This means large fields. In the past we considered every Limited class car a competitor, now it's official.

SLB USA 2019 is just around the corner, Feb 14. Very little time to make changes. GTA is planning 2019 to be a building year with 2020 bringing international teams, so we’ll take a similar approach; get to COTA this year with the car largely as it is now and use what we learn there to guide development through the rest of the year, building towards the big leagues: COTA 2020.

LukeG

If you need some volunteer pit crew in Austin, I'd be down to help.

ThePass

iTrader: (3)

We're registered for Superlap Battle USA at Circuit of the Americas!

http://superlapbattleusa.com/goodwin-racing-and-ryan-passey

I'm working on the car every night, but mostly addressing things that need to be reinforced, repaired, adjusted, etc. So the car will be largely as it was at Buttonwillow in November. I'm extremely excited, also nervous. I expect that we won't be taking the win at COTA this year, but I'm really looking forward to the challenge that will be taking everything to the next level and building towards being competitive at this track in the future.

Scaxx

emilio700

iTrader: (3)

Staged C30-74 + EFR 7163 or merely two C30-74?

My vote is two C30-74

flier129

iTrader: (7)

lol, is this for real happening?


I am curious on when FI will be on the car...... unless it's a surprise?

ThePass

iTrader: (3)

Two of anything sounds heavy
I have some ideas brewing for the horsepower, but don't want to say too much until we get further down that road. Ideas on a chalk board change often.

Leafy

iTrader: (1)

Surprised there isnt an over 1 litre PD blower option for that motor in the aftermarket already.

emilio700

iTrader: (3)

PD blower. Ugh. The C38 series Rotrex is 97% efficient. That's better than an EFR. Runs cooler than a PD, absorbs far less hp per CFM, is smaller, lighter..
The Rotrex gives up low rpm torque to a modern turbo but beats it at high rpm. Rotrex really well suited to engines that already generate lots of low end torque but kinda die on top. That's the LFX in a nutshell. Watch Ryan's in car. I don'y need no stinkin' gears!
The LFX with a C38 series will make 600whp on E85 and probably only add 40lbs to the nose. He can shift a few bits to the middle and rear to maintain weight distribution.

Leafy

iTrader: (1)

The 97% efficiency n the rotrex brochure refers to there only being 3% power lost in the geartrain and bearings, not the compressor map. That number on a typical PD blower is 99.x%. A c38-91 peak compressor efficiency is still 75% vs 74% on a TVS1900. I cant speak for input power requirements on the rotrex they dont advertise it (wonder why) but to get this motor 700whp on a tvs1900 input power would be about 80hp. A true bolt on PD solution is nice because there's only 1 additional air leakage location added and any pressurized connection is bolted, and an air to water heat exchanger could be rear mounted with the engine radiator, so actual weight of the kit might end up about the same but you're not hanging a 20 lb piece of aluminum about as far forward as possible with an air to air ic.