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Старый 07.12.2011   #1
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По умолчанию Toyota Supra (Drag) Кузов с нуля...


Here at Titan Motorsports we’ve spent the last 10 years building the fastest Toyota Supras and imports in the world using our bulletproof 2JZ engine combinations. Most know us strictly from racing, however our day to day operations are based around wholesale and retail performance parts mail order, as well as vehicle tuning performed at our Orlando headquarters. Late last year one of our great customers Ebrahim Kanoo contacted us about building him a new Supra race car that he could race in his home country of Bahrain.
Ebrahim has a huge collection of imports and European cars tuned to the max, as well as a few heavily modified Supras which we’ve helped supply parts for over the past few years. His current Supra (previously known at the “Hullk Supra”) has run as quick as 7.67 @ 182mph in the quarter mile. This time around, Ebrahim wanted to step up to the next level with a ¾ chassis purpose built car.
The task was simple, or at least in theory: Build the world’s fastest, most powerful Supra ever, while maintaining as factory as possible appearance. On top of being fast, the car was not to sacrifice appearance for speed or vice versa. We had our work cut out for us with this project, but we knew we could handle it, and began gather the best team possible, and highest quality parts to help build the wildest Supra ever.

Within a few days of discussing this project over the phone and coming up with an initial game plan, Ebrahim gave us the go ahead to build his dream Supra. With the extreme summers in the Middle East, we had a strict timeframe to adhere to and needed to locate a donor car here in the States, and quick. As we began our search for a chassis we quickly realized the perfect vehicle was right under our noses, a white 6spd MKIV Supra owned by our good friend Omar Sanchez which had once raced alongside our own race car in the early NHRA Sport Compact Drag Radial class. A deal was struck and the car arrived the following day to begin it’s transformation.

Once the car arrived we immediately began tearing everything out of the car to get the body ready to send to the stripper. Since every panel would be massaged or replaced with a lightweight version, we were just looking to use the a-pillars, firewall, frame rails, and rear quarter panels for the build.

As we tore further and further into the donor car the pile of parts around it began to pile up. You don’t realize how many individual components it takes to build a vehicle until you see them piled up next to it.

Once all of the major parts and body panels were removed from the car, we loaded the bare chassis on our trailer and took it 2 hours south to the only acid dipper we knew of in Florida. Acid dipping the chassis insures the paint, body filers, and any other rogue substance are removed from the car, taking it down to bare metal, and removing a bit of weight in the process. With a build like this, every ounce of weight removed helps contribute to lower ET’s, and when those ounces add up, they become pounds by the end of the build.

The car sat in a bath of natural acids for 4 days, removing a good amount of paint and sound deadening material. Unfortunately for us recent EPA changes now require a less abrasive stripper to be used which does not work quite as well on modern water based paint.

We made a pit stop on the way back from the stripper and had the car further media blasted to make sure any material was removed.

Here you can see the newly stripped firewall. Since this ¾ chassis will use a factory firewall, making sure this area is bare metal and as light as possible is key.

With the paint removed, any corrosive barrier for the metal was also removed. To help keep things from rusting during the build we gave the car a nice coating of WD-40.

Now comes the tedious but fun job of cutting out the inner structure of the car to make way for the back half of the chassis.

The front frame rail gets cut to make room for the front clip portion of the chassis. The rules require the factory strut towers and firewall remain in place, so we’ll work around this area.

The cutting continues until we’re left with a clean shell that can be fitted around the tubular chassis about to be built on our frame jig.

Most Supras came to the US as a targa top, however a lighter hard top version was also available for those not interested in keeping up with their tan. Since a targa is useless on a race car, we opted to cut the factory roof out and replace it with a new hard top roof from Toyota.

After a little more than a week the body is trimmed, ultra light, and ready to receive its new chassis.

In the past we’ve used pre-built chassis for our race cars, this car however would be a different animal. Luckily, we’ve brought a great fabrication team to our new facility, headed by Tim Takash.

Just as any house needs a strong foundation, the process of building a great drag car starts with having a square jig.

The floor of the car begins first. Every bar will be carefully bent, placed, and tacked down before the entire chassis is TIG welded together.

As the cage comes together, the rear end and front shocks are added to the jig, squared up, and ready to be integrated into the car.

Slowly but surely the tubes start to take form, and you can begin to see things looking more and more like a car.

The cut body is now fitted to the chassis to check clearances and make sure the cage is tight to the body. The process of placing and removing the body will continue many times as the chassis progresses.

In a typical drag car you’ll find a shell of a seat made in aluminum or carbon fiber, however when you’re trying to build the ultimate Supra drag car that’s a bit too plain. A RaceTech carbon Kevlar seat was ordered and fitted to the chassis, the same seat many professional road race teams trust to protect their drivers.

Tube by tube the chassis begins to take shape until it’s time to finally weld it all together.

With the roof structure complete the hard top roof skin is fitted to the car.

Here you can see the chassis gussets which help make the body and chassis one.

Once the fitting is complete, the chassis itself is tediously TIG welded together, with each weld being painstakingly checked and rechecked for the perfect weld penetration.

With the bulk of the chassis completed, we move on to the front half of the car.

A dummy motor is fitted in place and a fresh “engine plate” is laser cut specifically for this vehicle and engine combination.

The rules state that the front cross member must be removable. Not wanting to use the heavy cast factory piece, we use these trick interlocking tube clamps on the front portions to allow them to be removed while providing structural rigidity when pressed together and lock bolted.

The steering rack is fitted, and the suspension arms fabricated, completing the front portion of the chassis.

The gas tank is located at the front most portion of the car for weight distribution, but weight is still weight, so we opted to build a custom Titanium tank holder, and lightweight aluminum gas tank fitted to the body.

If you’re going to spend the time building a custom tank, you might as well polish it to a mirror finish as well.

With the test engine in place, the transmission was also placed in for mockup. Custom mounts and slide plates had to be fabricated to help ensure easy removal for servicing.

Custom mounts were also fabricated to house the fire suppression bottle and C02 bottles securely.

A test driveshaft is also placed in the car to help determine the proper length and angle that will be needed for the carbon fiber one that will see use when the car hits the track. We’ll also use this piece to help mockup the driveshaft safety loop and containment system.

With the body and chassis now gusted together, the next step was to fabricate the metal floor and begin merging the body and chassis together. Cardboard cutouts were used to create initial templates, which were then later transferred to metal. The metal then has to be bead rolled and creased to increase the rigidity.

Another tedious job is linking the pedals to properly do their respective jobs. Custom clutch and throttle linkage is laser cut and fabricated into the beautiful parts you see here.

Titanium pedals were also produced for the car. These started as flat material that was laser cut, CNC’d, and then contoured to fit the footwell.

Custom mounts are made for the flush mounted front end.

This car is being equipped with a Motec dash.To help ensure that it was mounted directly square with the driver, we built a custom jig to hold it in place while the mount was fabricated around it.

The hatch area had to be trimmed and Dzus Clips added around it to help secure the rear carbon fiber hatch while providing quick removal.

Here we have a few shots showing the overall chassis and body once merged together. There is still quite a bit of tin work, bracketry, and detail work to be completed at this point, but it’s beginning to look like a race car.

A very important part of getting a chassis car to go quick is the 4 link setup. This car uses the latest mounts, enabling a ton of small adjustments to be made.

A jig was also built for the wheelie bars to ensure that they are just as squared up as the car. This is a very important step to make sure the car goes straight down the track. We’ll be building 2 sets of bars for this car, the main set out of Titanium for reduced weight, and a spare set made out of chromoly.

This is the finished set of Titanium bars off the car. The top portions of the bar are built with adjusters to help allow the crew chief to set the load prior to the car reaching the line.

The completed wheelie bar done and mounted on the car.

With the inner structure removed, the outer shell becomes a bit flimsy until the wheel tubs are fitted and permanently bonded to the car. To help stiffen things up, the inner portion of the fender was clearanced and a tubular brace fabricated around the outer edge.

A Titan spec’d turbo was fitted to the custom exhaust manifold using a lightweight v-band housing. We also chose to mirror polish the front housing, and coated the rear housing.

A closer look at the massive v-band exhaust housing being used to extract the most out of the 2JZ engine.

The downpipe is then fitted, exiting out of the side fender. The custom spec’d materials where used for this massive piping to keep the weight down without sacrificing exhaust flow.

We added extra bracing from the turbo to the chassis to help take some of the weight of the gigantic Precision turbo off the exhaust manifold.

We opted for a Seibon factory style hatch which we then fitted with a lightweight Lexan window, and had it custom molded to match the factory contours of the Supra window.

Next up is the parachute mount. Due to the speed of the car, we used a dual air loaded parachute setup. A quick jig is built to help locate the chute to the chassis and ensure everything remains square.

The jig was also necessary because we would be fabricating the chute mount out of titanium, with each bar being bent, fitted and welded out of titanium tubing. Again every ounce counts when you’re looking to remove weight and lower ETs.
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Старый 07.12.2011   #2
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With so much lightweight material being used in this build, it’s only natural that all of the interior body panels would be made in carbon fiber. Here you can see the first stages of the wheel tubs being fitted into the rear of the car.

A custom transmission cover needed to be created specifically for this car as well as a result of the larger RaceTech seat. These covers will be removed nearly every run allowing the crew chief to quickly service the clutch between rounds.

With the first part of the fabrication portion complete, the car is then removed from the jigs and ready for disassembly so that the chassis can be powder coated and the body painted.

With the car off the jig we couldn’t help but bolt up a test set of Weld Beadlocks fitted with 10.5 Mickey Thompson slicks to get a feel for how the rear of this car will look. Even with the car raised off the ground you can see how monstrous the rear tire will look sucked into the tubbed rear fenders. This is what stance truly is all about!

To be continued.
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Старый 07.12.2011   #3
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In our last segment, we showed you the initial build-out of the chassis. The chassis is the foundation for this project, much like a strong cornerstone sets the foundation of a great house. Now that the foundation has been poured, (or welded) the build and detail work begins from here. In this post we’ll take an in-depth look at the build process for some of the other major portions of the project such as the exhaust manifold, third member, and front end. We’ll also take a closer look at the small parts and details that must be considered when building an ultra lightweight car. It’s quite easy to look at a finished car and simply see a 1 piece drag front end, however rarely does one get an understanding of the process involved in creating such intricate one or two off products, until now.

Not just any seat would do for this project. Wanting the best in safety and comfort, we opted for a Carbon/Kevlar RaceTech seat with integrated head restraint. If you’re not familiar with RaceTech, check out many of the leading GT and Touring cars around the world and you’ll likely find a racer sitting comfortable in this seat. This seat not only provides optimal protection, but it also reflects on the car’s roots, helping to give a street car feel over the typical carbon shell found in most chassis cars.

Continuing with the lightweight theme, we opted for a Sparco carbon fiber steering wheel. This wheel is made 100% of carbon fiber then wrapped in suede. While a steering wheel doesn’t seem like a place to save a ton of weight, ounces eventually equal pounds so getting rid of weight wherever we can is a priority, that and the full carbon goes great with all the other carbon that surrounds this car.

We opted for an Aeromotions wing on this car to help provide down force without disrupting the great body lines of the Supra. We’ve worked with the team at Aeromotions on Road Course wings in the past and they’re aerodynamic geniuses. So when it came time for a wing that would provide the down force we need without disrupting the aerodynamic profile too much, it was an easy choice.

Beneath the engine sits a containment tray also made out of carbon fiber to help prevent liquids from getting on the track should an engine failure occur.

The window frames and other mounting hardware is fabricated out of titanium on this car, however Ti tabs aren’t something you’ll find on the shelf so we had these custom laser cut out of sheet titanium.

While the tabs were being cut we also had engine hook pickups produced as well. These mounts remain on the engine at all times and connect to custom hoist tubes we made. With just 60-90 minutes between rounds it’s important to make sure that an engine can be replaced as quickly as possible.

Many sanctioning bodies require portions of the front cross member to be removable. In an effort to keep the chassis as stiff as possible and still follow the rules we used these trick detachable clevises to allow portions of the front end to be removed as required.

Hypertune makes some of the best intake manifolds on the market, and the 2JZ Race manifold they provided for this car is no exception. When you’re dealing with over 50lbs of boost and multiple injectors, achieving a proper fuel mixture is essential. This manifold comes with red runners from Hypertune, however these will be re-anodized black before getting bolted onto the race 2JZ.

Another important part of a drag car is the rear end, also known as the third member. For this particular car we opted for a Strange 9 inch rear, fully polished, and a custom housing made from scratch here at the shop. The third member is a crucial portion of the chassis, as it’s what allows the 2,000+ hp to make its way to the ground. Through four link and other adjustments, the load, direction, and traction can be adjusted to ensure the car gets as much out of the tires as possible, while staying as straight as an arrow.

We start off by using a mockup rear and use an axle jig to make sure that the spacing is correct and axles stay true.

The outer housing then begins to take shape, each piece being carefully cut and bent into place to seal off the housing and hold the rear end fluid.

With the shell complete, the next step is adding on the brackets for the 4 link and other suspension points to mount to. Having as many adjustments as possible with the 4 link allows our crew chief to optimize the setup throughout testing.

With the outer housing complete, the welds are ground smooth and the fill hole carefully drilled. A spout will then be welded on with a removable cap to allow the rear end to be serviced and fresh fluid installed when required.

The housing is then placed into the chassis jig and squared up. From here all of our mounts and links will be built to help keep things square.

Above the 4 link is the mount for the anti-roll bar. The bar itself is integrated into the chassis and linked together to the rear housing allowing for precise adjustments.

The finished rear end is mocked up in the chassis. You can see all the intricate mounts, axle shafts, and details that were fabricated from scratch in this view. A close look also reveals sanctions built into the bottom of the rear to allow it to be strapped down inside the trailer.

With the fabrication concluded, the finished metal housing gets cleaned and coated in a high temp silver paint. This helps protect the metal and keep surface temperatures at a minimum.

With the coating complete, the Strange axles and carbon fiber brakes get installed and the third member is ready for the cars final assembly.

With the rear complete, we test fit it, and the transmission, and install our Carbon Fiber driveshaft. The rules require a complex driveshaft loop surround the universal joint portion of the shaft to contain these parts should a failure occur. Keeping in mind that this shaft can spin in excess of 10,000rpms and is less than a foot from the driver, it’s a welcome and important part of the safety requirements.

Naturally, a standard driveshaft loop made out of chromoly wouldn’t suffice for a project of this caliber, so we opted to make our own out of titanium. Here you can see the initial loops have been carefully bent and welded together.

These 2 loops are then carefully linked together by a single sheet of titanium that is carefully bent in small increments to form the oval shape before being welded in place. If you look closely you can see small tick marks, each of these marks indicates a shift in the metal in our press, where it is crease bent.

This is what the finished piece looks like in the chassis after being slipped into the chromoly receivers built into the chassis.

Since the car will be raced in Bahrain, some 7,500 miles away, we opted to fabricate a second spare loop out of titanium.

With the rear complete, it was time to move to the front of the car and fabricate the custom engine components, turbo piping, and the 1 piece front end. For the headers we start with raw tubing and collectors that are laser cut to our specifications for perfect fitment. When dealing with such a large framed turbocharger and the tight constraints of the factory frame rails, tight collectors and a precise bends are required.

The top portion of the header begins with a laser cut header flange made from 321 stainless, its mounted to a jig to ensure no warping occurs during welding. From there the top portions collectors are built, and then removed from the jig to be placed on our mock up engine inside the chassis.

We mock the header up, create the long tubes from complete radius u-bends and circles, and then cap the top portion off with a V-Band. The V-band mount allows us to clock the turbo precisely to match up with the inlet that is to be custom molded into our front end later. In this picture you can also see the individual EGT sensor mounts that allow for precise monitors of each cylinders exhaust temperature for tuning.

The header is then removed from the car and sent off for coating. Once it returns, it is placed on a labeled shelf until it’s ready to be placed on the engine. Three headers where made for this car, one for the car itself, the other 2 which will be bolted onto fully dressed spare engines placed on custom made engine carts.

Next up is fabricating the custom 1 piece front end that will be molded from carbon fiber. To start the process we create a jig and assemble a stock Supra front end. This helps ensure the body lines stay square during transit and the body lines remain consistent as it would be from the factory.

With the front end mocked up, it was time for our fiberglass fabricator Doug Gibson to get to work. Doug has years of experience building audio enclosures out of fiberglass, so he treated this as he would a big speaker box. He started off by stacking craft foam and bonding it to the bumper portion. We needed to improve the slope of the front bumper slightly for aerodynamics and this provided a great base.

With the foam in place, layers of fiberglass and body filler are carefully layered onto the base and then sanded to form the shape required. While this is a 1 piece front end, we wanted to maintain many of the lines found on a stock Supra. Here you can see the intercooler and brake ducts being carefully formed into the bumper.

Once we were happy with the shape, the entire front end was shot with multiple coats of primer and finish sanded down to 800 grit, before being sent off to have a giant mold created, and a carbon fiber replica formed in one lightweight piece.

A few weeks later and the finished gel coated carbon fiber front end arrives in a giant wood create to protect it. For this project we had 2 front ends made, one designed for the track with a smooth surface and air brushed effects, and a second front end that would be used while the car was on display that incorporated functional Supra headlights.

Honeycomb material similar to that found in the airline industry is used on the inside to help maintain the shape while keeping it lightweight.

From here we test fit the front end on the chassis and begin working on the mounting structure.

More lightweight titanium tubing and laser cut plates are used to help make the cage that will mount the front end to the chassis. After each run this front end is removed to service the car, and it must travel in excess of 200mph on track, so having a solid mounting frame is very important. Once the frame is complete is permanently bonded to the carbon structure.

The cage is repeated on the second front end, only this front gets the light portion cut out and functional 97-98 style factory headlights are molded in.

Starting with large cardboard tubes typically used for shipping paper, we begin mocking up what will soon be the integrated turbo scoop.

The scoop is then transferred into fiberglass before being finish molded into the front end.

A few coats of primer later and it’s off to our painter where it’s shot in a fresh coat of the Super White base being used for the rest of the car.

With the white base freshly dry the front ends are transported to airbrush wizard Chris Cruz. Chris was faced with the daunting task of making the headlights, intercooler and inlet ducts look as if they were 3 dimensional, hiding the fact the entire front end was 1 solid piece. The end result is nothing short of amazing, with even the smallest details such as the welds in the intercooler making their way into the finished piece of moving artwork. Chris repeated this process on the 2nd front end painting everything but the lights, just as they were on the race version.

A few coats of clear later and the front ends where back in the shop resting comfortably as they await the chassis to receive it’s finish work, and final assembly to begin, which you’ll see in installment 3 of this buildup blog.
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Старый 18.12.2011   #4
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