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Старый 05.02.2012   #21
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Старый 23.03.2012   #22
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Старый 21.05.2012   #23
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Старый 10.06.2012   #24
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What exactly is a time attack car? While the question is simple, the answer is anything but. Time attack purists will argue that a time attack car is is a street going vehicle moderately converted to a competition car. Some have a more lax view on the subject and consider any car that is competing at a time attack event a valid TA car, while the purists will cry foul when a car specifically built for race duty changes tasks.

Sometimes the line between these two becomes blurred, as is the case with Mike Warfield’s Subaru Impreza. Clearly the car needs no introduction to time attack fans as it is one of the fastest unlimited cars in North America. Ironically while this now-famous TA car started life as a daily driver it did spend a brief stint as a full fledged race car in between.

What started as a random discussion amongst friends about entering a car into NASA’s legendary 25 Hours of Thunderhill, probably the most well-known grassroots race in America, somehow evolved into time attack royalty. In 2006 “someone saw my Impreza in the parking lot and said, ‘how about building your Subaru into an endurance car?’” Mike tells me. Wasting no time the car was torn down and built to NASA specs and entered into the running of the 25h that very year.

Unfortunately for Mike and his team the race wasn’t so kind, as is often the fate for new comers. With a freshly built race car and a few lessons learned at Thunderhill the hard way, Mike began looking for new venues to contest with the Subaru. In the beginning of 2007 the guys decided to enter the car into the season opener for the Redline Time Attack Series at Buttonwillow Raceway.

“Time attack was gaining in popularity during this time and we decided to have a crack at it… [we just] slapped on some BF Goodrich R1s and turned the boost up from the endurance tune. ” With some additional forced induction shoeved the boxer engine’s throat the car was able to record a time in the 1:50s which was good enough for a win in the Unlimited AWD class and second overall for the weekend. Not a bad start.

With an excellent result right off the bat the team was hooked on time attack and haven’t looked back since. Each year the car has seen more and more extreme modifications to keep up with the ever emerging time attack scene and going faster and faster with each passing event.

The GST Impreza currently holds six class and track records including fastest time attack lap on courses like Arizona’s Firebird International Raceway main course and Autoclub Speedway’s Roval configuration in California. While the team was fortunate to have experienced success early on, I can assure you that the ongoing development of the car has been a struggle.

The demands of a modern time attack car are much greater than they were when GST first dipped their toes into the water. In reality the point where time attack cars end and dedicated racers begin is harder to draw than ever. To the untrained eye the car might not be markedly different in appearance from last year, aside from livery, but the team had a very busy off season in preparation for 2012.

This is the place Jeff Westphal calls his office when he’s not busy driving a BMW M3 in the Grand Am Continental Sports Car Challenge. As you can tell it’s a straight forward no-nonsense place to be and it is this very cockpit from which Jeff piloted the GST Subaru to three track records last year.

Although there are many, every switch is clearly labeled and easily within reach to be called upon in a moments notice. You can tell from the dimmed luster on the carbon plate that they are used frequently. Just below the electronics is the Tilton brake bias dial used to tune front-to-rear brake bias as each course and weather condition will often require a slightly different setting.

Below the steering column is a series of braided hoses connecting the floor-mounted pedal assembly to their remote reservoirs. A setup like this allows repositioning of the driver’s seat further back in the cabin where he is not only safer in the event of a side impact, but also creates better weight distribution.

Mike’s background with the tuning aftermarket began when he was working as a lead tuner for a small shop in the mid-2000′s. Since then he has branched out on his own and when he’s not perfecting his time attack car he’s operating a state-of-the-art 5000 square foot facility in Hayward California.

Obviously with this car Mike has made quite the name for himself. What began as a daily commuter for an IT guy is now recognized the world over as one of the quickest unlimited time attack cars around and most likely the fastest road-going GC Impreza on the planet.

While the car is unquestionably quick, the source of its speed, like most time attack cars, is perhaps a bit mysterious. There are certainly state-of-the-art components to be found, but at the same time it does have that built-on-a-shoestring-budget-and-held-together-by-hopes-and-dreams approach to building a time attack car that we all know and love.

In my opinion time attack the final frontier for the weekend warrior, at least in terms of Japanese car tuning of the road racing variety. It is a bit of a black art and due to the small budgets car development often seems to be a bit of hearsay mixed with heavy doses of trial and error. When someone does something revolutionary, and it works, it isn’t too long before the rest of the competitors follow suit.

What this car has in its favor is that it is one of the few cutting edge trend setters at the forefront the sport. Rather than waiting for others to come up with new ideas this car is evolving, albeit with some help from friends, on a trajectory all its own. I remember seeing the car for the first time after the roof had been chopped and thought to myself, “that’s brilliant!”

It’s just this type of quick thinking and simple innovations that keeps time attack evolving. It is motorsport at its most basic level, free from huge budgets and strict rule books. There is a concise sense of what cannot be done according to organizers and the rest is left entirely to interpretation. This frequently results in some of the most interesting cars I’ve seen in the last decade.

This sort of environment also breeds friendly rivalries and most of the top drivers are all good buddies. In fact when Mike was in need of a new seat but didn’t have the funds to pop one in Chris Rado decided to lend one of his spares, but of course it came at a cost. The price wasn’t monetary though, no Mr. Rado was looking for a small serving of humble pie.

“[For this year's] new wheel-to-wheel format (in Global Time Attack) we realized our then-current seat had expired so we would not be legal to run in that portion of the events. After drawing a blank with every seat manufacturer out there for sponsorship Chris Rado mentioned to me that he had a seat we could have…”

“… he told me [it was ours, but] we had to run a decal on the car. With Chris being Chris I knew I was not going to like what came next so I braced myself. Given that the new seat was of benefit to our driver Jeff Westphal, I felt it only fair he should share in the humiliation. I decided it would be placed above Jeff’s head so anyone looking in would assume Chris Rado was Jeff’s daddy and not mine!”

Elsewhere on the car are more small trinkets that may seem irrelevant to most onlookers but are of great importance to Mike. One example is a picture of his Golden Retriever that passed away last February. “This was a dog that for ten years was never out of my sight, from coming to work with me daily to attending race events at the track” Mike says.

At the front of the car is Thugly’s chain and dog tag which have been permanently affixed to the v-mount support via TIG weld. Since the front end has changed a bit this year Mike tells me that finding an adequate mounting location proved difficult. In the end Mike’s fabricator Tommy figured out a way to secure it and it serves as backup tribute to the clear-bra’d vinyl picture of Thugly on the transmission tunnel.

But stickers and dog chains aren’t the only modifications for the new season. In the rear of the car Mike has added a newly developed ducting system to channel air to the rear-mounted radiator. This was a play stolen right out of the rallycross playbook. While it is certainly a clever solution to create more packaging room up front for other goodies, the system did show signs of fatigue in Butonwillow’s scorching heat.

Regardless the team was still able to click off two laps before heat soak set in and in the process set the fastest time of the weekend with a 1:46.631. Of course no lap time is ever “good enough” for a time attack team and the GST car will return to a cooler Buttonwillow in November to take a crack at the overall lap record. Of course the Speedhunters will be there to catch all the action.
RECORDS AND PERSONAL BESTS
1:01.660 – Firebird International Main Course overall Time Attack track record
1:39.657 – Las Vegas Motor Speedway outside track overall Time Attack track record
1:35.548 – Auto Club Speedway Roval overall Time Attack track record
1:19.397 – Willow Springs International Raceway Global Time Attack Unlimited GT AWD track record
1:02.460 – New Jersey Motorsports Park Lightning Raceway Global Time Attack Unlimited GT AWD Time Attack and overall Production Car track record
1:23.594 – Autobahn Country Club South Circuit Global Time Attack Unlimited GT AWD Time Attack and overall Production Car track record

GST Motorsports 1996 Subaru Impreza L
ENGINE
2.6L EJ257 modified with Darton Sleeves by Race Engine Developement; Brian Crower billet 79mm crankshaft, connecting rods, 280/280 camshafts; ARP head and main studs; Cosworth valves, valve springs, valve spring retainers, head gaskets, intake manifold, 12mm dry sump oil pump; 70mm GST Motorsports custom throttle body, custom exhaust; Garrett GTX3582 turbo; Full Race turbo manifold; Turbosmart Comp gate 40 wastegate (x2), race port blow-off valve; Aeromotive fuel pressure regulator; Walbro GS342 in-tank fuel pump (x2); Bosch 044 external fuel pump (x2); RC 1600cc injectors; Fuel Safe 12-gallon fuel cell; NGK plugs; Mishimoto aluminum radiator and intercooler;
ENGINE MANAGEMENT
Hydra Nemesis ECU; GST Motorsports custom wiring harness
DRIVELINE
’08 STI transmission; ACT Prolite flywheel, unsprung 6-puck clutch; Cusco 1-way LSD (front); Carbonetics 1.5-way LSD (rear)
SUSPENSION AND CHASSIS
GST Motorsports custom cage; JRZ Motorsports 3-way adjustable shocks, custom valving by Performance Shock Inc.; Eibach springs in various rates; Whiteline swaybars 24mm (front) 27mm (rear); AFI Turbo custom roll center kit
BRAKES
Ksport calipers 8-piston (front), 4-piston (rear); 
Raybestos brake pads ST47 (front), ST45 (rear); Goodridge stainless lines; Tilton floor-mounted pedal assembly with adjustable bias; custom Sheehan Motorsports front brake duct cooling
WHEELS AND TIRES
Rota MXR 18×11 +20 wheels; Continental R80 305/645/R18 tires
EXTERIOR
GST Motorsports custom bodywork including: front bumper, splitter, fenders, rear bumper, rear diffuser, doors and flat under-paneling; Dos Beena’s Autobody custom hood; TEC Equipment custom side skirts; Vfiber GST Motorsports modfied trunk; Kognition Designs spoiler; Huck Gee designed graphics applied by Dodgy Vinyl; Midget Autobody paint work
INTERIOR
Recaro driver’s seat; Sparco harness; GST Motorsport custom power steering and switch panel; Momo steering wheel; AIM MXL Pro digital dash
TEAM
Team Principle/Tuner: Mike ‘Da Wanka’ Warfield
Driver: Jeff ‘G-Stig’ Westphal
Crew Chief: Earl ‘The Merl’ Lenaming
Chief Fabricator: Tommy ‘Slim’ Wu Zalo
Chief Mechanic: Mert ‘Lo-Lo’ Solis
Lead Crewman: Keith ‘Boots!’ Mayberry
SPONSORS
Continental Tire, Cosworth, Brian Crower, Full Race, Turbosmart, JE Pistons, Wheeldude, ATP Turbo, Garrett Turbo, World Racing, World Electronics, Rota Wheels, Kognition Designs
More car features on Speedhunters
More Global Time Attack Stories on Speedhunters
GST Motorsports website
- Sean
Photos, interview and additional research by Larry Chen
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Старый 26.07.2012   #25
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Старый 30.09.2012   #26
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You may have noticed that I sort of skipped over one very important car on the Super GT set up posts. The STI BRZ of Team R&D Sport represents all that is right about the Super GT series. From an enthusiasts’ perspective, to see a much anticipated model get converted into a mean looking racer months before the car in question actually goes on sale is a rather good marketing move. That is precisely what STI did, showing the car at the for the first time at last year’s Tokyo Motorshow, generating an incredible amount of interest.

Ever since that first initial encounter I have been craving to shoot and feature the car. And thanks to the cool people at STI I was lucky enough to get my chance last week in Fuji. With most teams busy unloading the trucks and setting up their pit for the weekend, I would have the chance to get a few quiet minutes with the car and immortalize it in its smallest detail.

For some time now I have been thinking of how to approach the whole Super GT thing from a slightly different angle. The set up posts proved that there is an incredible amount of interest in the series, and unlike your usual race-day coverage, it’s a good way to get nice and close to the cars. And it’s precisely the cars that I’d like to concentrate on for the time being, starting off with the BRZ.

Race teams like these do not waste any time, so as soon as the transporter arrived, the car was moved onto the lift, lowered down.

…and pushed into the pit.

A quick human-powered U-turn out on the pit lane allowed the BRZ…

…to be reversed in and positioned perfectly in the still-empty pit. This is when my time with the car started…

…so I got busy with some initial external shots. First thing you notice is that like every purpose-built and developed Super GT car, aerodynamics have paid a huge part in dictating the overall shape, with that usual high wheel arch line rising up well above the bonnet line. This particular trait isn’t as exaggerated as in a lot of other cars, resulting in a very aggressive yet pleasant silhouette.

With engine-power capped at 300 PS the BRZ, like most other cars in GT300, is actually massively underpowered if you think about it. That’s why engineers and aerodynamicists work on making it stick to the tarmac, its performance centered around extremely high cornering speeds and transitions rather than outright power and acceleration. That’s why top speed isn’t that impressive, but seeing them defy physics around the twisty sections is where your mind will be blown. So that massive wing…

…and rear extractor help the two drivers, Kouta Sasaki and Tetsuya Yamano, bring as much speed as they dare into and around corners.

And this is their office. There isn’t much left from the donor ZC6 chassis, just the center part of the shell, which has been reinforced with a complex roll-cage, gusseted around the A-pillar and roof.

Super GT cars aren’t allowed to have electronically shifted gearboxes so cog selection in the BRZ’s Hewland sequential is done by hand via a conventional shift lever, which is why you don’t see paddles behind the steering wheel. The steering wheel is equipped with your usual switchgear as well as a small Motec digital display to relay important engine parameters to the drivers.

Footwork is done on this AP Racing adjustable pedal box.

A side view into the cabin gives a better idea of the general layout which, like all race cars, features a recessed driving position that puts the seat in line with the B-pillar, something done for both safety and weight balance.

Other things we can observe is the switch panel and LCD screen, which acts as a rearview mirror, seeing there is no rear window to speak of.

The “passenger” side footwell is where a lot of the electrical systems is laid out, like the battery, radio and engine sensor control box.

The drivers can adjust the front and rear anti-roll bars on the fly by pulling or pushing on these two anodized levers.

The main Motec ADL3 display and data logger is something the drivers don’t need to worry about too much, so may probably glance over at it only a few times during a race. It’s more for the race engineers.

What a stunning looking beast! I like how the front section…

…has sort of maintained the stock center grille outline, something that BRZ owners will no doubt appreciate.

Like most bespoke Super GT designs the BRZ sports complex louvers on the side of the front fenders, there to channel air out of the engine bay, wheel wells and from under the car and use it in some cunning aerodynamic way to help the car move through the air more efficiently and with more downforce. You won’t be finding low profile tires on this BRZ! Forget your stretch, flush fit, poke or whatever people do out on the street to stand out…this is pure race car stance and like everything there is a very good reason for it.

The BBS rims measure 11.5Jx18″ front and are fitted with 300-710R18 Yokohama Advan slick tires. The massive side wall is there to act as a part of the suspension set up, like in an F1 car it flexes and moves around, taking a beating and allowing the chassis and dampers to do the rest of the work. The rear BBS are wider at 13Jx18″ and wear 330-710R18 rubber. With only 300 PS on tap you can kind of guess that all the tire’s girth is there for lateral grip rather than putting power down to the ground efficiency.

Braking is handled by AP Racing competition calipers, 6-pots at the front and 4-pots at the rear mated to “J-hook” slotted floating rotors. Super GT does not allow carbon rotors.

But enough with the exterior of the car…let’s get down to the nitty gritty…

…and take a closer look at the EJ20 that powers the 1,150 kg BRZ. There isn’t anything groundbreaking about the motor itself, it’s slightly more refined and modern take on the powerplant that has been equipping STI’s GT300 cars for years now, starting with the Impreza, then the Legacy and now this BRZ.

The dry-sumped 1,994 cc EJ is a little hard to see, it sits very low and receded into the engine bay with most of the push-rod suspension layout set over it, not to mention the actual steering rack!

You just have to love the layout of these sort of race cars, it may look complex from a distance but once you get close everything has it’s place and you can really tell that everything has been finely engineered. Here is a look down at one of the heads, where you can see the fuel rail and injectors.

If you are familiar with the EJ20 layout in the Impreza and Legacy then you will notice a few differences, like the positioning of the intercooler, which sits almost horizontally inside the front bumper and of course the tubocharger. The internally gated IHI blower…

…literally sits in front of the engine, fed by almost equal-length exhaust manifolds. This position allows the intake piping to be kept pretty short to help give a nice and immediate throttle response. Above you can see the billet actuator and the carbon fiber heat shielding that keeps a constant flow of air travelling over the turbocharger and out from the openings in the hood. The EJ20 boasts a very high 10.0:1 compression ratio and much like a WRC rally engine is built for torque rather than power, with a max of 450 Nm being developed at 4,000 rpm. 2,000 rpm above that is where peak power is made, 221 kW to be precise which equates to 296 HP or exactly 300 PS (the GT300 power limit). The turbine is made to breathe through a 39.9 mm restrictor to cap power.

Spent gasses are dumped out the very short side exit exhaust. Power is sent via and Exedy carbon fiber triple-plate carbon clutch to the Hewland sequential transaxle transmission.

Here is a closer look at the push-rod suspension layout. Basically the movement of the front double wishbone set up is transferred over to the Sachs dampers via the billet pivot which in turn is also connected up to the small, adjustable anti-roll bars. Everything is supported by a complex tubular frame and billet subframe.

Dome took care of creating the carbon fiber front structure of the BRZ.

Everything within the BRZ has been built and engineered to sit as low as possible to help keep its center of gravity as low as possible.

Let’s swing around to the rear now…

…and take a look at what is going on back there.

So much for rear seats! This angle is great at showing how only the center part of the ZC6 chassis still remains, everything from the driver’s seat back….

…is cut away and replaced by a tubular frame.

Here you can see the pipes that channel fuel from the race filler to the fuel cell.

And again like at the front the suspension layout is double wishbone with push-rod actuated dampers and adjustable anti-roll bars.

Here is a side view of the driver’s side pivot…

…and the copious amount of adjustments that the compact Sachs dampers offer…

…to help the drivers and engineers fine tune the handling for each track or surface condition they encounter.

So there you have it, a look into one of the newest Super GT racecars to hit the GT300 class this year and a small glimpse at the amazing work and level of engineering that goes into creating one of these stunning machines.
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Старый 16.12.2012   #27
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Старый 19.01.2013   #28
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http://www.speedhunters.com/2013/01/...to-salon-2013/
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Старый 10.05.2013   #29
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Британцы построили самую быструю "Импрезу" Нюрбургринга



Британское тюнинг-ателье Revolution Motorstore построило «заряженный» вариант Subaru Impreza STI. Этот автомобиль стал самой быстрой «Импрезой» «Северной петли» Нюрбургринга, почти на две секунды превзойдя рекорд Томми Мякинена. Раллист в 2011 году на серийном варианте модели проехал круг за 7 минут 55 секунд.
Для доработок была выбрана старая «Импреза» в версии для японского рынка. Тюнеры убрали задние двери, установили на автомобиль карбоновый капот, новые крылья с расширенными колесными арками, алюминиевую крышку багажника, более тонкие стекла и другой задний спойлер. Также задние кресла заменили каркасом безопасности.

В моторном отсеке располагается 2,1-литровая турбированная «четверка» строкер-китом Cosworth 2.2, включающим в себя кованые поршни, шатуны, новые вкладыши и поршневые кольца. При давлении наддува в 1,9 бар мотор развивает 515 лошадиных сил и 677 Нм крутящего момента. Однако для автомобиля, испытанного на Нюрбургринге, были использованы меньшие значения. Двигатель был форсирован только до 406 сил.

Помимо этого, в список доработок вошли 10-поршневые тормозные механизмы Tarox (автомобиль также лишился ABS), регулируемые амортизаторы с пультом дистанционного управления, 19-дюймовые легкосплавные колесные диски OZ Superturismo LM и кресла Recaro.

Первоначально тюнер планирует построить 10 таких автомобилей. На сборку каждой машины потребуется четыре месяца. Стоимость самой быстрой «Импрезы» Нюрбургринга — чуть меньше 72 тысяч фунтов стерлингов (почти 85 тысяч евро).

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Старый 25.09.2013   #30
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http://www.speedhunters.com/2013/09/...imate-impreza/

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Метки
attack, ралли, impreza, legacy, успенский, техника, rally, rar, spec c, sti, subaru, svx, technica, time, wrc, wrx, yrt

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