Time Attack Build blog

[andrewbrilliant]

Hello road race forum! (written on 2009.1.5)

I thought this would be a great place to start a build and race blog for my car. I thought I would start out with some brief (REALLY shortened) history of the car and the team. Some may know me as gixxer_drew, from SupraForums or DSMTuners. My name is Andrew Brilliant. I designed and drove this car for Land Speed racing since 2004 and I began the transition for the Eclipse over to Time Attack last year. During the 2007 season, some competitors got a little unhappy about us putting 10-15mph on their records in a street driven convertible (running on hard top records) that street drove 400 street miles to the race and back. So they made some possibly valid points to the stewards and got enough rules made up to where the convertable top was effectively outlawed.

So we set out to transition the car to time attack. My first thought as you might imagine was that the peaky powerband we had for land speed wasn't really going to be what we needed for the road course so I set out to design a setup that could achieve what few had done on an engine of that size, ~700whp with a usable curve and the reliability you need for a track car.

I spent all of 2008 turning the car into a nice car, a well mannered stable and drivable platform. Reliable at the power level was the priority. The chassis flex in particular required some close attention and getting around the basic problems of a FWD car much as possible or at least more than the other competitors in FWD class were. Late fall we got it on the dyno and this was the result of the engine development ambitions:

AVI (high res):
http://jayracing.com/media/videos/TimeAttackTransition.avi

Quicktime (high res):
MobileMe Gallery (http://gallery.me.com/andrewbrilliant1#100569)

Now that I had the power-plant in line I have to focus on the other development aspects, cooling, tires, suspension, management, data, brakes, etc. Although some of those aspects can be worried about a lot less than a typical road course setup in time attack.

Here is a link to the car information. The mod list will be updated and the photos when I get new ones.

http://www.douro-oni.com/memberView.cfm?ID=1

The plan for this year is to run 2-3 time attack events (west coast tracks) , hopefully Silver State classic in the late fall and Super Lap Battle (if I can get an invitation). 4-5 races total, it's a self funded effort

Our team is sort of hodge podge mix and just a bunch of guys who live/breath/eat/sleep racing and built our own cars in our own garages. <shameless plug> We need sponsors! The more help we get the faster we can go, ambition is not our limitation our own personal paychecks are.</shameless plug>

We are lucky to have a couple of good sponsors for Matt and Curtis' car. My car has just started out into Time Attack. My Land Speed sponsor shop, KBR Performance stuck with me. YoshiFab (built my cage and a ton of other stuff) LG Motorsports and the guys over there have been really great to me and many long conversations with their crew has contributed much to the things I've learned. I cannot forget to thank Team NABR and the guys there. Thank you to my brothers.

This is our Driver:

Matt Andrew's
http://gallery.mac.com/andrewbrilliant1/100566/IMG_0550/web.jpg

Matt is an amazing driver. You ever hear of the traction circle? Well I've never datalogged a driver where it was actually a circle on the G-plots before Matt.

Here is a photo of Matt and I at the close of last season with his Miata. This miata won the RWD Limited class overall for the season in Redline.

http://gallery.mac.com/andrewbrilliant1/100566/IMG_0596/web.jpg

This is our crew with Curtis' Supra after winning Street RWD honors at Super Lap Battle:
http://gallery.mac.com/andrewbrilliant1/100566/IMG_0593/web.jpg

A couple of quick action shots of the cars:

http://gallery.mac.com/andrewbrilliant1/100566/matt_slb_08a/web.jpg

http://gallery.mac.com/andrewbrilliant1/100566/DSC_0274copyLarge/web.jpg


This is the redline results poster. Check out the Miata next to the Brian Crower/Hancook tires car! I think I can speak for the whole team to say that was a real honor for us.

http://gallery.mac.com/andrewbrilliant1/100550/rl_pk16_sm/web.jpg


initial blog entry:

Unfortunately I had to pick a starting point somewhere so I decided to forgo the entire car history and start from today. Jan 5th 2009.

I decided to lift up my skirt a little bit on this and leak one of the very early conceptual body sketches and talk about some basic design concepts of the car. Things have changed a bit from the drawing, I'll talk more about when they are finalized and we tech at the first race. This sketch is pretty rough, however and many details unfortunately are intentionally omitted. I'm expecting some pretty rough feedback I know some of my ideas are unconventional but my experiences have lead me here. This is an investment in learning how to be fast as well as an effort to be fast.

http://gallery.mac.com/andrewbrilliant1/100474/chemhw2iv9/web.jpg

The setup is a 285-295 front tire and a 245-275 rear tire. Which is looking pretty decent in the simulations although I've never seen it done like this, I have faith in the design I think the reason nobody does it like that is rules. The track is a few inches wider in the front. My goal here was to build a car with the characteristics of very mild understeer to neutral on exit, oversteer on entry as preferred for a FWD car but to achieve this without increasing rear natural frequency more than 0.25 hz over the rear and a balanced 50/50 roll resistance front to rear.

I haven't gotten to where I'm doing full car simulations in CFD, I'm working on it. The aero may be adjusted down if tire loads become a problem. The tires that are legal for limited class time attack have fairly mild maximum loads especially at the pressures we run. Warm up laps are especially worrisome. I also wanted a decent sized tire on the front to help manage the power/heat. The principle competitors in class are hondas with 2000lb curb weights so a really good weigh to tire ratio. I have to capitalize on my strengths which is substantially more power production so I can push through aero drag. Downforce is critical for me.

The typical modus-operandi for FWD cars is to get the car to rotate by unsticking the rear, me I prefer to stick the front end so the rear rotates around rather than unstick the rear.

Springs and damper valves are luckily pretty inexpensive. So I can afford to take a risk there. KW (makers of my suspension) also does revalvings and turns them around pretty quick, so something pretty similar to running Koni's in terms of options, turnaround times etc. They can build to order. I can live with that.

Later tonight I'll put up some more post dated entries.

[andrewbrilliant]

2009.1.15:
I got the adjustable power steering working with the elecro-hydraulic pump. It's adjusted right and the steering response is now flawless. Huge improvement. Feels like stock with better feedback and slightly less assist. More linear as well, its perfect. Hopefully Matt will like it as much as I do. I can now adjust it for different tracks as well. High five myself, design goal achieved. The amp draw is extremely low for this pump but it's bulky, source was a renault clio the guy shipped it from Israel.

http://gallery.mac.com/andrewbrilliant1/100577/P1030806/web.jpg

2009.1.21:
Holy shit overnight shipping from Taiwan is expensive. Thats the second part this month on overnight from asia. I keep thinking of all the beers I could have bought, thats a lot of beer.

Update 2009.1.29:
Short update, lots to do:
I finished up the aero package design for matt's car and send it off for him to work out with the fabricators. Gotta keep this stuff all under our hats though

Eclipse shut down on the dyno today looks like no signal to the injectors. Damn wiring again. I thought I could make one race with it as is but looks like not, I wont be re-doing it all for the AEM. Finally time to get a better ECU. I'll try to combine the Traction Control and the ECU into one box would be nice see what my options are for MoTeC.

[andrewbrilliant]

Update 2009.2.2:
TEM Machine shop is building me the spherical bearing coaxial upper spring perches. Time attack rules require the damper shaft enter through the stock location, no go on inboard or pushrod suspension. I had to find something that fit in stock style fitment.

I first learned about KW in 2005 when I was at the britcar 24 hr race (the same race the famous top gear crew ran their diesel 3 series in, that episode was hilarious. highly recommended). I was shocked when I saw that about 50% of the field was running KW's including a mosler MT900R that I know comes factory with some well dialed penskes.

heres a photo I snapped in the pits:
http://gallery.mac.com/andrewbrilliant1/100456/P1010025/web.jpg
sorry for the bad photo, it was a really dark nasty day.

A few pics I snapped of that GORGEOUS mosler just for some gratuitous motorsport pr0n. IIRC that car won the race.
http://gallery.mac.com/andrewbrilliant1/100456/IMG_0900/web.jpg
http://gallery.mac.com/andrewbrilliant1/100456/IMG_0780/web.jpg

I never got the perfect shot with the whole car framed motorsport photography is difficult 400mm lens in low light on a 140mph moving target.

http://gallery.mac.com/andrewbrilliant1/100456/IMG_0851/web.jpg

Speaking of that race, there was this one driver that was hot, photo thrown in as an attempt to self promote my blog. I think shes famous? Anyone know who she is?
http://gallery.mac.com/andrewbrilliant1/100456/IMG_0898/web.jpg

So back on topic, when KW showed up selling suspensions in the US and just so happened to be making a double adjustable drop in fitment I figured I'll give it a shot

some details on the dampers:
here is the front damper body, well I dont give the germans much credit for picking color schemes but they are pretty damn good engineers. The upper spring perches that come with cup perfectly into the standard bilstein sleeve 2.5" upper hats to adapt to the 61mm ID springs. I want to try that out for the shelf springs to get an idea for where I want to move with the spring rates later in the year. I'll probably machine some new lower perches for 2.5" so I can use standard hypercoils.

Timken needle bearings for the spring perch lower are here. Need to get the upper hat designs over to TEM Machine then get the attachments for the linear pots.

Some details on the KW's

front damper assy, with the 61mm KW spring perches cupped over the bilstein 2.5" upper hat. Prototype spherical bearing to spring perch standoff shown.

http://gallery.mac.com/andrewbrilliant1/100577/P1030858/web.jpg
closer photo showing the perfect (coincidence?!) fit of the KW spring perch and prototype standoff
http://gallery.mac.com/andrewbrilliant1/100577/P1030859/web.jpg

This is the compression adjuster on a rear shock, reminds of the Penske "sweep adjuster"
http://gallery.mac.com/andrewbrilliant1/100577/P1030861/web.jpg

[andrewbrilliant]

Auchung! Das instructions ist en Deutsche! (or something)

http://gallery.mac.com/andrewbrilliant1/100577/P1030862/web.jpg

Apparently they didn't bother with such trivial pursuits as an english language instruction manual before selling the US market.

A shot of one of the VEI gauges, I havent tried it yet but the billet aluminum housing is pretty cool looking
http://gallery.mac.com/andrewbrilliant1/100577/P1030863/web.jpg

This will be the basis for the airbox intake. Have to see how much I can increase the ramp without bumping into stuff under the hood, but wont know till I have the new hood in my hands

http://gallery.mac.com/andrewbrilliant1/100577/P1030866/web.jpg

Update 2009.2.8:

here is my project for the next 8 days:

http://gallery.mac.com/andrewbrilliant1/100577/P1030867/web.jpg

Nick form NS Fabrication is flying in to redo the car's wiring.

The car had gotten to where the only 3 times I had any trouble with it were all wiring related. The time has come to walk away from the factory harness. I sure as hell wasn't going to rewire it all for the AEM, that thing has been a thorn in my ass. So with the help of Nick we'll be knee deep in it. The milspec wires are amazing that spool on the left is 400ft of 14 gauge wire. The spool weighs more than the wire. The load ratings on the wire is amazing you can use a 10ga wire for a battery primary its nuts.


evening update 2009.2.10:

wheeldude.com is hooking me up with some very generous pricing on the new front wheels I needed 18x10 to match my rear wheels. Need a tire sponsor, desperately!

UPDATE: this one semi rendered, some small detail changes, dive planes, wing end plates, fixed perspective on the rear wing, fender louvers, rear wing wicker

http://img187.imageshack.us/img187/4608/render2bwj9.jpg

side note: Solidworks is really cool, I'm learning as fast as I can. Its so much better than the stuff we learned when I was in University. When I'm camping out for 3 wks in socal while the cars in the body shop, I'll spend my evenings studying. I think solidworks is like learning another language. You can get proficient but it takes a decade not to have an accent. I'm not sure I could even count the number of features.

2009.2.11:
picked up the DG style upper hats today from TEM Machine
http://gallery.mac.com/andrewbrilliant1/100474/IMG00100/web.jpg

test fit on the KW using the bilstein upper hats. I need to draw up some new lower standoffs for bilstein specific upper spring perch and I think I can gain back some more travel if I revise them a bit.

complete damper/spring floor assembly
http://gallery.mac.com/andrewbrilliant1/100474/P1030872.jpg?derivative=medium&source=web.jpg&type=medium&ver=12344109130001


coaxial upper hat close up
http://gallery.mac.com/andrewbrilliant1/100474/P1030874/web.jpg
http://gallery.mac.com/andrewbrilliant1/100474/P1030875/web.jpg

Thanks to Rich at TEM for the hard work on those

[andrewbrilliant]

Update 2009.2.15:
rewiring in full swing, I have to get the car tuned on the dyno on monday. Nick put in long hours at the shop yesterday night. I'd been short on sleep for a while and fell asleep while he worked into the night.

This is the mess coming out of the car:
http://gallery.mac.com/andrewbrilliant1/100474/P1030877/web.jpg
There were some connections with as many as 6 crimp/solder joints in a single wire.

nick constructing the new body harness
http://gallery.mac.com/andrewbrilliant1/100474/P1030878/web.jpg
This was made more complicated by the alternator rewire to use an external voltage regulator, SPAL PWM fan controller and the trans cooler pump controller.

less is more! I can actually fit this ECU somewhere in the car besides taking up half of the passenger leg room
http://gallery.mac.com/andrewbrilliant1/100474/P1030870/web.jpg

side view
http://gallery.mac.com/andrewbrilliant1/100474/P1030871.jpg?derivative=medium&source=web.jpg&type=medium&ver=12344109080001

In terms of sq/cm its less than 1/4 the size. The AEM box has a ton of empty space and a cheap, bulky circuit board. On my car space is at a premium and organizing things for easy maintenance is critical.

more of the mess that came out of the car, destined for the trash can
http://gallery.mac.com/andrewbrilliant1/100474/P1030882/web.jpg

wiring up the fuse box
http://gallery.mac.com/andrewbrilliant1/100474/P1030879/web.jpg

the new harnesses are compact, lightweight and clean. The wires are milspec which really cuts down on the space
http://gallery.mac.com/andrewbrilliant1/100474/P1030880/web.jpg

fuse box all cleaned out for unused relays and fuses fitted in its new home for easy maintenance.
http://gallery.mac.com/andrewbrilliant1/100474/P1030885/web.jpg

[andrewbrilliant]

new alternator wiring, there used to be a huge jumble of crap down there
http://gallery.mac.com/andrewbrilliant1/100474/P1030886/web.jpg

Here is the Piece de resistance:
http://gallery.mac.com/andrewbrilliant1/100474/P1030883/web.jpg
BLinG!

[rat_rod_russell]

seriously awesome, subscribe with email updates. I hope to do some time attache in the 57 Chevy when I get a chance.

Thanks for sharing
Russell

[Varkwso]

The Time Attack/Super Lap guys run in our NASA-SE TT group at Road Atlanta every year in August. They banned the GT3 Cup guys from the competition....so land speed is not the only one eye balling the competition..

Nice car - hope you guys can make it to Road Atlanta...

[MacGyver]

You already know what I think of the car Andrew. Looks like great progress. Welcome to MoTeC; now say hello to the wonderful world of blow-your-mind DAQ and say goodbye to your wallet.

[andrewbrilliant]

You already know what I think of the car Andrew. Looks like great progress. Welcome to MoTeC; now say hello to the wonderful world of blow-your-mind DAQ and say goodbye to your wallet.

Haha yah so true but so awesome at the same time. One of my primary reasons for going to motec was to invest in learning something that is really used out there in the field. Having experience with AEM EMS or some esoteric DAQ systems wasnt really helping me along!

Thank you for the compliment as well! I hope it handles in the real world how it does on paper!

Here are some new updates what the body shop has been up to. I've been still piecing together and getting little bits machined for the suspension I have to have it ready to drop in by the time the body shop is done. I've also been running back and forth to the body shop to help them place aero bits and still trying to keep my job!

widened radiator inlet
http://gallery.me.com/andrewbrilliant1/100474/P1030924/web.jpg
http://gallery.me.com/andrewbrilliant1/100474/P1030920/web.jpg
front bumper structural reinforcements to support canards and splitter, etc
http://gallery.me.com/andrewbrilliant1/100474/P1030923/web.jpg

fender cut, and a street tire fitted in a 285, 10" wheel
http://gallery.me.com/andrewbrilliant1/100474/photo_2/web.jpg

pinning the location of the fender
http://gallery.me.com/andrewbrilliant1/100474/P1030933/web.jpg
http://gallery.me.com/andrewbrilliant1/100474/P1030934/web.jpg

additional metal to fill the gap
http://gallery.me.com/andrewbrilliant1/100474/P1030935/web.jpg
http://gallery.me.com/andrewbrilliant1/100474/P1030936/web.jpg

[andrewbrilliant]

seriously awesome, subscribe with email updates. I hope to do some time attache in the 57 Chevy when I get a chance.

Thanks for sharing
Russell


That is reeally cool a 57 chevy on the road course. I'd pay money to watch that. Let me know what events you might make it to!

Do you ever get out to speedweek?

small updates, thanks again to twicks69 from dsmtuners for the idea on the upper control arms to put the markings. I figured out some clamps meant for hydraulic lines to use for retaining the ball joint boot I'll get more info when they arrive

http://gallery.mac.com/andrewbrilliant1/100474/P1030941/web.jpg

additional suspension parts from the machine shop. These are some custom upper and lower standoffs for the DG style hats to work with my setup.

these are the upper standoffs
http://gallery.mac.com/andrewbrilliant1/100474/P1030940/web.jpg

lower standoffs
http://gallery.mac.com/andrewbrilliant1/100474/P1030938/web.jpg

these are adapters for DG style hats to standard bilstein coilover sleeve 2.5" upper spring perches. I'll use adapters to the metric springs for now till I figure out where I'm at and change the rates, then I need to design some new lower spring perches for 2.5"

[andrewbrilliant]

I <3 my motec, I need a t shirt that says that.

My pressure pump is an aeromotive eliminator which has its own control unit, what I been working on a lift pump in stock configuration for a swirl pot (thanks Louis for the help with the swirl pot!). This built in feature on motec for PWM pump speed control based on fuel consumption is badass :worship:

The motec is now is kicking the aeromotive controller into high voltage when you reach a decent amount of boost (4psi IIRC).

One of the problems on the car is the initial torque hit. Motec has this handled as well. There is a full 3d table for boost control based on throttle position vs RPM vs boost targets and then a global adjustment. My manifold likes to creep on boost. If you set it direct to wastegate it starts at 18psi and ramps to 23. I'm working on this to make it easier for the driver to control the car as well as so that traction control does a little less work cutting spark events. I'm concerned about combustion events in the exhaust manifold.

So I worked up some initial ideas for the boost vs tps vs rpm table that way if I am at lower throttle positions I'll get the natural curve that the boost has (lower in lower RPM) and then at full throttle it will give it everything to maintain the same boost across all RPMs and TC has to manage it. Then I'll just adjust my boost up and down through the global adjustment.

Here is the spreadsheet of my initial boost target curves, looking for around 23 PSI boost this should be 520-550whp.
http://home.tiora.net/andrew/boostVSTPS.xls

[andrewbrilliant]

couple more updates cross posting:


I have another quick update from the body shop on the side skirts every free minute I get I'm studying I2 and coordinating with people so sorry if I'm posting quickly and leaving things out.

I thought he did a really amazing job with this he said you can almost stand on that ledge.

http://gallery.mac.com/andrewbrilliant1/100474/TEMP-Image_1_39/web.jpg

http://gallery.mac.com/andrewbrilliant1/100474/TEMP-Image_1_40/web.jpg

http://gallery.mac.com/andrewbrilliant1/100474/TEMP-Image_1_41/web.jpg

http://gallery.mac.com/andrewbrilliant1/100474/TEMP-Image_1_42/web.jpg

The material is aluminum honeycomb.

another update:


http://gallery.me.com/andrewbrilliant1/100474/TEMP-Image_1_47/web.jpg


http://gallery.me.com/andrewbrilliant1/100474/TEMP-Image_1_46/web.jpg

[andrewbrilliant]

an explanation of the side skirt fence from dsmtuners

To answer about the side skirt fence. Some of you will probably just look at the photos 1,2,3 and totally get it but some might need to read through the lengthy explanation (I'm still learning a ton every day too): Theres a low pressure behind a moving body in a fluid In this case the fender is protruded into the air stream. The tail end of the fender is vented so to leverage the area of low pressure on the backside of that moving body for the purpose of decreasing the pressure in the wheelhouse. When you have an area of low pressure the air from all directions that is of a higher pressure wants to fill that area. Take a look at this high speed photo from my land speed days:

http://www.douro-oni.com/images/smashedNose3.jpg

This photo was first interesting because the bumper was getting crushed and the RM lip was flexing like crazy. But take a look at whats happening aft of the front tire and in the under body. It will draw air out from the under body and it flows up into the sides of the car because its filling that low pressure wake form all directions as you can see in the photo. There there is no suction force only high pressure pushing to low pressure but people know that as "sucking" that air from under the car around the car, everywhere.

Here it is with arrows to show the flow motion.

http://gallery.me.com/andrewbrilliant1/100474/flowPattern1/web.jpg

The third photo shows the new aerodynamic addons, I added mirrors since we did not use mirrors in land speed and their effect is important on this new aero package. Black represents new aero package addons, red represents air flow blue represents the low pressure region being created. The gurney flap helps the air coming over the fender hit the mirror and flow over it. All this is to create and maintain low pressure aft of the wheelhouse.

The wall we're building at the base of the sideskirts delays the air flowing into the low pressure area decreasing its pressure. The air from the underbody trying to flow into that low pressure has to battle with oncoming air as well so the further out it goes the more forces pushing it backward it encounters elongating and strengthening the low pressure area. it also helps with some other underbody stuff, same with the low on the fender louvers that are being created but that's the main idea behind them

http://gallery.me.com/andrewbrilliant1/100474/flowPattern2/web.jpg

one more photo update:
http://gallery.me.com/andrewbrilliant1/100474/TEMP-Image_1_5/web.jpg

[andrewbrilliant]

I wanted to write a little more about LSR and aero stuff. Show you guys a little bit of something I always felt so honored to be a part of.

First, one of the things which I am most proud and fortunate of is to be a member of the San Diego Roadster Club (SDRC). SDRC is one of the oldest clubs.
http://www.scta-bni.org/SCTA-NewWeb/images/Clubs/sdrc.gif

Some of you may recognize this SDRC pass at bonneville by Don Vesco one of the greats in club history:
YouTube - Don Vesco

turn the speakers up for that one ;) Worlds fastest wheel driven vehicle.


In LSR they organize you into clubs who compete for points in dry lakes race events. I joined the roadster club in 2005 and we were back to back points champions 05, 06, 07.

One of the guys in the club, Dan Hostetter has a couple of gorgeous deuce coupes.
http://www.scta-bni.org/SCTA-NewWeb/El%20Mirage/ELM%2008/May/photos/cars_1/0200.JPG


There are guys like him all over our club, people who spent literally decades building, refining rethinking, rebuilding their cars. These guys often times build the entire car themselves (chassis, body panels, all of it) on shoestring budgets and run stupid stupid fast. Persistence and camaraderie being their only allies. At the first race I went to Eyres and crew set a record at 223mph (this is like a 1 mile on DIRT) we're talking about in a modified roadster.
YouTube - russ eyres pass at el mirage

I asked them how long they were trying to set that record. "I dont know pop how long has it been ? 20, 25 years?"

Here are some photos of Dan's logbook. He has pages and pages like this where he studies the wake and airflow patterns
http://gallery.me.com/andrewbrilliant1/100474/IMG_0084/web.jpg

Each of these shots are a different pass. Dan is trying to perfect a truncated rear that works as well as a teardrop. I dont know how long hes been working on it, my guess is quite some time.

Using throttle cables on the suspension to indicators on the dash hes measuring lift on the car so he knows if a dangerous situation is coming. You wanna talk about old school.

Check out this pressure plot on the underbody, Dan discovered interesting effects of the exhaust configuration on the downforce

http://gallery.me.com/andrewbrilliant1/100474/IMG_0083/web.jpg

This is a photo of the Datsun that I'll be driving hopefully for bonneville this year. 2JZGTE engine. Chopped top and stretched. Crazy Bret's mocking up the roof location here
http://gallery.me.com/andrewbrilliant1/100610/AsmzU/web.jpg

http://gallery.me.com/andrewbrilliant1/100610/ghwU4/web.jpg

I'm a little scared to drive it.

This is a turbo going on a "car" that I'm guessing I cant show a picture of but its about 30feet long
http://gallery.me.com/andrewbrilliant1/100610/IMG_0079/web.jpg

That turbo in the background is something like 60mm so you can get a size reference.

It's not every day you step into someones "shed" theres a couple of 1000+hp motors an engine dyno and a 132mm turbo and 5 purpose build missiles with wheels, in the middle of an field in BFE. Thats not unusual in this company.

Anyway a little bit of what I love about LSR, some of the best guys you'll meet in your life and the craziest cars.

[andrewbrilliant]

http://gallery.me.com/andrewbrilliant1/100474/DSC01607/web.jpg

Front splitter/canard/bumper structure construction:

http://gallery.me.com/andrewbrilliant1/100474/DSC01614/web.jpg

[Corvette_Zach]

Holy crap! Amazing thread! Any latest news on the ride?

[choco102]

It's so amazing to me. can you show me more?

[circuit-racer.com]

awesome build, whats up with the site?