OS Giken STU FRC Corvette Build Thread - Road to Lincoln 2015
12-12-2014, 07:45 PM
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OS Giken STU FRC Corvette Build Thread - Road to Lincoln 2015 [updated 1.16.15]
On October 30, 2014 we purchased this Torch Red 2000 Corvette FRC with the intent of building a top level Street Touring Ultra Corvette for SCCA Solo2 Racing and as well as participating in track events leading to the Optima Ultimate Street Car Invitational. We chose this platform to test and showcase our newest OS Giken Dual Core LSD Technology for the Corvette. With the increase in power through allowable mods, we know our STU competitors will need to be able to put the power down as efficient as possible. We hope to develop a plug and play solution for high HP/RWD autocross and street tire track enthusiasts. As the STU class will be filled with many top level drivers from around the country and we are looking to build a podium worthy Corvette that will serve as a benchmark for future builds 
For those who are not familiar with the OS Giken brand, we are a Japanese parts manufacturer known for producing engine and drivetrain components that include performance racing clutches, limited slip differentials, and close gear ratio kits. We are pretty well know many areas of race, but as most of our applications are naturally for Japanese import vehicles, our exposure to the Corvette base is a bit limited.
As we are a Japanese company, you will see a bit of “Import” theme with the brands and designs used on our Vette, but the image of building a high quality race prepared build is still our main objective. Over the next several weeks, we will provide details of our build with highlights of companies that have supported our project.
Once the build is more or less complete, we will look to update the thread with race results, in-car footage, and look forward to member feedback
Current Build List:
• Suspension
___________________________________
12.22.14 Performance update!
Our Corvette came with a Corsa exhaust, but we knew that to unlock the full potential of the LS1 engine we would need to let her breathe better.
We made a call to LG Motorsports as they are one of our dealers and we also support their World Challenge Race Team. With their recommendation, we went with the LG Motorsports 1 ¾” Super Pro Headers with high flow catalytic converters.
After receiving the headers, we immediately took them over to buddies over at FRSport to get them installed. While the confined space of the engine bay made installation more difficult then anticipated, all was forgotten after the initial startup.
The initial test drive with the LG Long Tube Headers along with the newly installed AFE Intake really woke up the motor and our neighbors.
We did keep our test drive short and brief since the car was not tuned yet.
Here are some pictures of the install:
**High Flow Cats are not pictured as they were received later**
___________________________________
1.5.15 New Years Update!
Next up will be our dyno session!
Happy New Years Everyone!
We had a lot of time to work on Corvette during the winter break.
Dyno
The Corvette made a visit over to Shawn at Church Automotive Testing for a dyno tune session. As all the performance parts were now installed on the Vette, we wanted to have the Corvette tuned for max performance and reliability.
The initial numbers were quite impressive, but after several more pulls Shawn was able to find some hidden ponies using the HP Tuners kit. Overall Shawn was able to net 8whp mostly on the top end, but more impressively 8wtq across the entire pull.
Now we can confidently rip through the gears with reassurance that the LS1 with the newest additions will run smoothly.
Here is a quick video from the dyno session
Brakes
We chose to go with the Stoptech Sports Kit which includes slotted rotors, performance brake pads, and stainless steel brake lines.
As we drive our Corvette to every event, we are looking for a brake set up that performs on the street and track. Our initial impressions are that under braking the pressure is very consistent and modulation is very linear.
Wheels/Tires
As mentioned earlier, we are a Japanese company and we wanted to exhibit a bit of “Import” theme in our selection of rims. After extensive research of what was available in the market, we decided to purchase Enkei NT03+M. This 18x10.5 +64 allows to run a square set up with 285/35ZR18 Hankook Ventus RS-3. They are lightweight solution at only 21.12 lbs and available in our bolt pattern without any modifications needed.
Here are some pictures of them mounted!
___________________________________
Suspension Section
*Note* We installed our OS Giken Dual Core LSD on our vehicle prior to determining our total suspension package. After all the testing we ended up with this current setup. Our diff made the car drive fantastic and puts down power phenomenally on 285s despite the firmer suspension. If you choose to follow our setup please note there will be a difference in how efficient your rear end grip will be.
Shocks
Through experience and success we decided to go with Penske Shocks from Guy Ankeny at Ankeny Racing Enterprises . These are aluminum bodied double adjustable shocks with external canisters (Penske 8300). He has many years of Solo2 success working with Corvettes and happens to be a local for us here in SoCal. This makes things simple for us as any additional work on the shocks will have very limited downtime as turnaround should be quick. Also when going towards firmer springs on any vehicle, proper shocks are needed to make sure the car is as driveable and comfortable as possible on and off the track.
Swaybars
For the front of the car we had the help of Sam Strano at StranoParts.com utilizing their Hollow 33mm 2-way adjustable Front Swaybar. This really helped keep the rear end tamed with adjustment still left on the bar. For the rear we opted to reuse the Z51 rear bar that came with the car. So far we haven't had the need to add more rear roll stiffness. In terms of endlinks we had the help from the guys at Whiteline who provided KLC110 for both front and rear adjustable links. The gold color of the links just add to the theme we have going for the vette.
Bushings
Due to time constraints for our build there was only a few options in regards to bushings bushings. We went with VB&P Bushing kit for both the front and the rear. These are definitely an improvement over the stock bushings and helped wake up the car's nimbleness. The stock bushings were a piece of cake to remove and was a quick indication that the aftermarket bushings would really firm things up in terms of response. The softness of the stock bushings are ridiculous and really should be one of the first things to replace.
StanoParts upper front bushings would be another great selection once those are up and going. Sam makes great parts and would be beneficial to those planning to build their cars.
Springs
We partnered up with VB&P in testing various composite springs. We have settle on VB&P Extreme 1020 in/lbs Front and VB&P 740 in/lbs Rears.
I will too chime in and mention that the numbers really don't mean much of anything when trying to calculate what the ideal spring rate should be for an STU car. The ride sits firm but the Penske shocks do a hell of a job keeping the ride tame and civil for everyday commute. Our boss just took a New Years ride up to the Malibu Canyons where we met Jay Leno (makes an appearance every year!)
___________________________________
Differential Section
OS Giken TCD Dual Core LSD
The Dual Core helical side gears are a new technology from OS Giken utilized to further expand potential grip out of Limited Slip Differentials. It allows for gradual lockup in wheel speed difference while cornering. Japan and USA have been testing these gears in one-way LSD configurations with great success in both track and autocross sanctions with improved lap times. We hope further testing into the C5/C6 platform will achieve similar results!
Why bother with an aftermarket differential?
Probably the first question in regards to differentials would be "why would I need a new one if my car already came with one from the factory?" To be blunt, the difference between stock and our OS Giken Super Lock is night and day. This difference can be greatly seen when comparing both differentials to each other on the bench. As you can see in the photos, the stock clutch plates are smaller than our discs and only total to 16 plates. Our LSD unit for the C5/C6 utilizes 20 clutch plates and have more surface area per disc than stock. Approximately 156% more surface area per disc for a total of 220% increase over the stock unit in total surface area.
During testing this significant increase in lockup greatly showed at the track. There was more confidence in the car and we were able to put power down everywhere. This is the pure benefit of the Super Lock in general. We keep 100% lock up by utilizing all the plates activated and change the lock timing so we can control when 100% lock happens. That is how our diffs work: Open while turning, 100% achieved gradual lock when we want it. The Dual Core is most noticeable in slaloms and corner entries into fast sweepers. It provides minimal lock in situations where you would either have too much lock or not enough in comparison to other diffs. This greatly inspires confidence to carry more speed in a controlled manner through these elements.
What is the benefit of Dual Core?
Improved Turn-in
. When converted to a one-way configuration turn-in ability improves due to the decrease in static decel lock from the pressure ring. The benefit of the variable deceleration lock provides the stability under trail braking and corner entry.
Variable Deceleration lock
. Decel lock is now determined through the difference in
wheel speed. This compensates for the lack of initial decel ramp angle by going to a one-way configuration and allowing the helical side gears to engage the differential lock during cornering. The greater the wheel speed difference, the more the differential will provide locking. This lock can start at 0% utilizing our new zero preload option for Dual Core use.
Smoother Acceleration Lock
. The transition from deceleration locking to
acceleration lock is seamless. This is due to the helical side gears being active during cornering. As there is difference in wheel speed; the clutch plates are locking mid-corner at about 30% total lock. As you pick up throttle there is no abrupt action caused by differential locking. On some Super Lock applications slight wheel spin may occur during curb hopping maneuvers or when one wheel is off the racing surface. The Dual Core cures that and stays locked even when the vehicle is temporarily airborne.
***Our LSD's are fully tune-able; however, I must disclose that all tuning is done in house here at OS Giken USA. This is similar to how one would submit their shock absorbers (Penske, Moton, etc) in for service. Tuning parts are not sold to the general public. The reason for this is for the customer's ease of mind. We have the experience and data to be able to achieve the characteristics you want from your differential. Also the complexity of reassembly is much more than your typical clutch type differential. There are many little details that need to be followed in order to have a proper working diff. We have seen many units come back to us due to improper tuning that we would like to protect our customers by providing a service linked to the us directly. We want our customers to be fully satisfied with their unit and tuning is a daunting task especially for our units.***
MSRP for LSD Tune when purchasing a new differential is $150. MSRP for LSD upgrade will be $150 plus cost of parts. Please note that Dual Core will be available for the C5/C6 sometime late in the year transitioning to 2016 once full development and extensive testing (Track and Autocross) has been performed.
We are still in the process of firming up applications with Japan. At this time we do not have a set cost on upgrading LSD units to Dual Core at this time as we are still in testing phase. You will see release of various applications towards the end of the year and enter 2016.
___________________________________
CSCC Championship 1/18 Update
The 2015 Road to Lincoln has officially begun and the first stop was held at Auto Club Speedway this past weekend.
For those not familiar with this site, it has been known to have low grip and feature slight elevation changes. We were pleased with the initial results, but are looking to make some adjustments to the rear bar to maximize the overall grip. All drivers felt that with our upcoming suspension/alignment tweaks they would have been able to find .6 to .8 out there.
Here are the videos of the 3 drivers in the car.
Oest 51.867 -
Lugod 51.961 -
Yanase 52.148 -
Also prior to the event we had our Corvette wrapped by 5Zero4 Designs. This is how it turned out!
___________________________________
Dyno Update #2
During our initial shakedowns of the Corvette, we noticed that it would not pass the local sound regulations of 93dbs. Unfortunately that meant the Corsa Pace Car exhaust had to be removed and replaced with the stock Z06 Ti exhaust.
After replacing the exhaust we noticed that the car was running rich so we scheduled an appointment with Shawn for a retune. As you can see in the dyno sheet, the vehicle was running rich, which in turn reduced overall power. This goes to show how the importance of retuning after each modification to the power train. We were thankful to show only minimal loss from our maximum potential.
**disclaimer**
Church Automotive Testing dynos are known to read higher #'s by about 12-15%.
We are mainly interested in using the dyno as a tuning tool to insure the safety of our engine by monitoring AFR.
___________________________________
2.4.15 Interior Update
As Corvette owners we all know how horrible the OEM C5 seats are which also works as a natural G-meter. It is quite distracting as a driver to have to a seat with tons of play as well as lack of lateral support.
With the help of LOT USA and Bride, we were able to equip our STU Corvette with two Bride Stradia II Sport Reclinable Seats. Right away we were impressed with the holding ability of the seat along with it's comfort level being a reclinable seat. This makes it a much more enjoyable street car as we were able to achieve both comfort and function in one seat.
The installation of any aftermarket seat is of course a long tedious effort. The Bride Seat rails and Planted Technology seat brackets took out most of the frustration found when installing seats. In the end we are tons happy with the outcome of the interior as we now have a stylish look as well as proper function while racing. On top of that Bride is an official sponsor of the SCCA National Pro Solo Series! It’s always great to give back to those who support our sport!
We also received our custom made shift **** from WC Lathe Werks. This Piston Style shift **** has a titanium blue finish (custom ordered. not listed on the website) with the shift pattern laser engraved on it. Be sure to check out all of their available options on the website at: http://lathewerks.com/shop/index.php?cPath=56_57
___________________________________
CSCC Championship 2/8 Update
Here is a video from this past weekend.
We finished in 2nd place, but we are still making changes to improve the car.
___________________________________
SDR - Championship 2/15/15 Update
We played with different spring rates for San Diego and we were happy with the initial results.
We captured 1st Place in STU and gained valuable data.
___________________________________
Bridgestone Motorsports on Board for 2015!!!
I am proud to announce that Bridgestone will be on board with us for 2015! We will be displaying the performance of their new Bridgestone Potenza RE-71R Extreme Performance Street Tire throughout the year and expect big things with this partnership. Not to mention Bridgestone is offering a Contingency Program for Solo Championship Tours and the National Championships in Nebraska in September.
We've all seen the tire comparisons to their previous model and have concluded our own observations in the past. The data provided to me from our Time Attack teams we work with in Japan suggests that this tire is the one to beat. Nearly all of them switched from Hankook RS3 or Yokohama Advan AD08R to the Bridgestone noting a decent increase in performance from a S-Tire (street tire lingo in Japan).
In terms of size, there was some concern in what its actual size difference would be compared to our 285/35 Hankooks. As you can see above, the difference is very minor and the construction of the tire is much more rigid in comparison to the Hankook.
In the past the release of the Bridgestone Potenza RE-11A caused some stir in tire legality due to the fact that early release tires did not have the treadwear rating molding on the tire sidewall. This was later clarified by both the SCCA and Tire Rack that early batches of tires typically have a 6 month grace period and that the ratings are indeed done prior to release. (Appendix F). We wrote our own treadwear rating to poke fun at the issue
.
For those who are not familiar with the OS Giken brand, we are a Japanese parts manufacturer known for producing engine and drivetrain components that include performance racing clutches, limited slip differentials, and close gear ratio kits. We are pretty well know many areas of race, but as most of our applications are naturally for Japanese import vehicles, our exposure to the Corvette base is a bit limited.
As we are a Japanese company, you will see a bit of “Import” theme with the brands and designs used on our Vette, but the image of building a high quality race prepared build is still our main objective. Over the next several weeks, we will provide details of our build with highlights of companies that have supported our project.
Once the build is more or less complete, we will look to update the thread with race results, in-car footage, and look forward to member feedback
Current Build List:
• Suspension
o Ankeny Racing Penske Shocks
o VBP Composite Springs
o StranoParts 33mm Sway Bar
• Engineo AFE Intake
o LG Motorsports Custom Headers w/ HFCs
o Corsa Exhaust
o Church Automotive Testing Custom Engine Tune
• Safetyo Bride Racing Seat
o Planted Technology Seat Brackets
• Brakeso Stoptech Sports Kit Brake Package
• Drivetraino OS Giken Super Lock LSD – Dual Core Type
• Wheelso 18x10.5 +64 offset
• Tireso Bridgestone Potenza RE71-R 275/35ZR18
Stay tuned!___________________________________
12.22.14 Performance update!
Our Corvette came with a Corsa exhaust, but we knew that to unlock the full potential of the LS1 engine we would need to let her breathe better.
We made a call to LG Motorsports as they are one of our dealers and we also support their World Challenge Race Team. With their recommendation, we went with the LG Motorsports 1 ¾” Super Pro Headers with high flow catalytic converters.
After receiving the headers, we immediately took them over to buddies over at FRSport to get them installed. While the confined space of the engine bay made installation more difficult then anticipated, all was forgotten after the initial startup.
The initial test drive with the LG Long Tube Headers along with the newly installed AFE Intake really woke up the motor and our neighbors.
We did keep our test drive short and brief since the car was not tuned yet. Here are some pictures of the install:
**High Flow Cats are not pictured as they were received later**
___________________________________
1.5.15 New Years Update!
Next up will be our dyno session!
Happy New Years Everyone!
We had a lot of time to work on Corvette during the winter break.
Dyno
The Corvette made a visit over to Shawn at Church Automotive Testing for a dyno tune session. As all the performance parts were now installed on the Vette, we wanted to have the Corvette tuned for max performance and reliability.
The initial numbers were quite impressive, but after several more pulls Shawn was able to find some hidden ponies using the HP Tuners kit. Overall Shawn was able to net 8whp mostly on the top end, but more impressively 8wtq across the entire pull.
Now we can confidently rip through the gears with reassurance that the LS1 with the newest additions will run smoothly.
Here is a quick video from the dyno session
Brakes
We chose to go with the Stoptech Sports Kit which includes slotted rotors, performance brake pads, and stainless steel brake lines.
As we drive our Corvette to every event, we are looking for a brake set up that performs on the street and track. Our initial impressions are that under braking the pressure is very consistent and modulation is very linear.
Wheels/Tires
As mentioned earlier, we are a Japanese company and we wanted to exhibit a bit of “Import” theme in our selection of rims. After extensive research of what was available in the market, we decided to purchase Enkei NT03+M. This 18x10.5 +64 allows to run a square set up with 285/35ZR18 Hankook Ventus RS-3. They are lightweight solution at only 21.12 lbs and available in our bolt pattern without any modifications needed.
Here are some pictures of them mounted!
___________________________________
Suspension Section
*Note* We installed our OS Giken Dual Core LSD on our vehicle prior to determining our total suspension package. After all the testing we ended up with this current setup. Our diff made the car drive fantastic and puts down power phenomenally on 285s despite the firmer suspension. If you choose to follow our setup please note there will be a difference in how efficient your rear end grip will be.
Shocks
Through experience and success we decided to go with Penske Shocks from Guy Ankeny at Ankeny Racing Enterprises . These are aluminum bodied double adjustable shocks with external canisters (Penske 8300). He has many years of Solo2 success working with Corvettes and happens to be a local for us here in SoCal. This makes things simple for us as any additional work on the shocks will have very limited downtime as turnaround should be quick. Also when going towards firmer springs on any vehicle, proper shocks are needed to make sure the car is as driveable and comfortable as possible on and off the track.
Swaybars
For the front of the car we had the help of Sam Strano at StranoParts.com utilizing their Hollow 33mm 2-way adjustable Front Swaybar. This really helped keep the rear end tamed with adjustment still left on the bar. For the rear we opted to reuse the Z51 rear bar that came with the car. So far we haven't had the need to add more rear roll stiffness. In terms of endlinks we had the help from the guys at Whiteline who provided KLC110 for both front and rear adjustable links. The gold color of the links just add to the theme we have going for the vette.
Bushings
Due to time constraints for our build there was only a few options in regards to bushings bushings. We went with VB&P Bushing kit for both the front and the rear. These are definitely an improvement over the stock bushings and helped wake up the car's nimbleness. The stock bushings were a piece of cake to remove and was a quick indication that the aftermarket bushings would really firm things up in terms of response. The softness of the stock bushings are ridiculous and really should be one of the first things to replace.
StanoParts upper front bushings would be another great selection once those are up and going. Sam makes great parts and would be beneficial to those planning to build their cars.
Springs
We partnered up with VB&P in testing various composite springs. We have settle on VB&P Extreme 1020 in/lbs Front and VB&P 740 in/lbs Rears.
I will too chime in and mention that the numbers really don't mean much of anything when trying to calculate what the ideal spring rate should be for an STU car. The ride sits firm but the Penske shocks do a hell of a job keeping the ride tame and civil for everyday commute. Our boss just took a New Years ride up to the Malibu Canyons where we met Jay Leno (makes an appearance every year!)
___________________________________
Differential Section
OS Giken TCD Dual Core LSD
The Dual Core helical side gears are a new technology from OS Giken utilized to further expand potential grip out of Limited Slip Differentials. It allows for gradual lockup in wheel speed difference while cornering. Japan and USA have been testing these gears in one-way LSD configurations with great success in both track and autocross sanctions with improved lap times. We hope further testing into the C5/C6 platform will achieve similar results!
Why bother with an aftermarket differential?
Probably the first question in regards to differentials would be "why would I need a new one if my car already came with one from the factory?" To be blunt, the difference between stock and our OS Giken Super Lock is night and day. This difference can be greatly seen when comparing both differentials to each other on the bench. As you can see in the photos, the stock clutch plates are smaller than our discs and only total to 16 plates. Our LSD unit for the C5/C6 utilizes 20 clutch plates and have more surface area per disc than stock. Approximately 156% more surface area per disc for a total of 220% increase over the stock unit in total surface area.
During testing this significant increase in lockup greatly showed at the track. There was more confidence in the car and we were able to put power down everywhere. This is the pure benefit of the Super Lock in general. We keep 100% lock up by utilizing all the plates activated and change the lock timing so we can control when 100% lock happens. That is how our diffs work: Open while turning, 100% achieved gradual lock when we want it. The Dual Core is most noticeable in slaloms and corner entries into fast sweepers. It provides minimal lock in situations where you would either have too much lock or not enough in comparison to other diffs. This greatly inspires confidence to carry more speed in a controlled manner through these elements.
What is the benefit of Dual Core?
Improved Turn-in
. When converted to a one-way configuration turn-in ability improves due to the decrease in static decel lock from the pressure ring. The benefit of the variable deceleration lock provides the stability under trail braking and corner entry.
Variable Deceleration lock
. Decel lock is now determined through the difference in
wheel speed. This compensates for the lack of initial decel ramp angle by going to a one-way configuration and allowing the helical side gears to engage the differential lock during cornering. The greater the wheel speed difference, the more the differential will provide locking. This lock can start at 0% utilizing our new zero preload option for Dual Core use.
Smoother Acceleration Lock
. The transition from deceleration locking to
acceleration lock is seamless. This is due to the helical side gears being active during cornering. As there is difference in wheel speed; the clutch plates are locking mid-corner at about 30% total lock. As you pick up throttle there is no abrupt action caused by differential locking. On some Super Lock applications slight wheel spin may occur during curb hopping maneuvers or when one wheel is off the racing surface. The Dual Core cures that and stays locked even when the vehicle is temporarily airborne.
***Our LSD's are fully tune-able; however, I must disclose that all tuning is done in house here at OS Giken USA. This is similar to how one would submit their shock absorbers (Penske, Moton, etc) in for service. Tuning parts are not sold to the general public. The reason for this is for the customer's ease of mind. We have the experience and data to be able to achieve the characteristics you want from your differential. Also the complexity of reassembly is much more than your typical clutch type differential. There are many little details that need to be followed in order to have a proper working diff. We have seen many units come back to us due to improper tuning that we would like to protect our customers by providing a service linked to the us directly. We want our customers to be fully satisfied with their unit and tuning is a daunting task especially for our units.***
MSRP for LSD Tune when purchasing a new differential is $150. MSRP for LSD upgrade will be $150 plus cost of parts. Please note that Dual Core will be available for the C5/C6 sometime late in the year transitioning to 2016 once full development and extensive testing (Track and Autocross) has been performed.
We are still in the process of firming up applications with Japan. At this time we do not have a set cost on upgrading LSD units to Dual Core at this time as we are still in testing phase. You will see release of various applications towards the end of the year and enter 2016.
___________________________________
CSCC Championship 1/18 Update
The 2015 Road to Lincoln has officially begun and the first stop was held at Auto Club Speedway this past weekend.
For those not familiar with this site, it has been known to have low grip and feature slight elevation changes. We were pleased with the initial results, but are looking to make some adjustments to the rear bar to maximize the overall grip. All drivers felt that with our upcoming suspension/alignment tweaks they would have been able to find .6 to .8 out there.
Here are the videos of the 3 drivers in the car.
Oest 51.867 -
Lugod 51.961 -
Yanase 52.148 -
Also prior to the event we had our Corvette wrapped by 5Zero4 Designs. This is how it turned out!
___________________________________
Dyno Update #2
During our initial shakedowns of the Corvette, we noticed that it would not pass the local sound regulations of 93dbs. Unfortunately that meant the Corsa Pace Car exhaust had to be removed and replaced with the stock Z06 Ti exhaust.
After replacing the exhaust we noticed that the car was running rich so we scheduled an appointment with Shawn for a retune. As you can see in the dyno sheet, the vehicle was running rich, which in turn reduced overall power. This goes to show how the importance of retuning after each modification to the power train. We were thankful to show only minimal loss from our maximum potential.
**disclaimer**
Church Automotive Testing dynos are known to read higher #'s by about 12-15%.
We are mainly interested in using the dyno as a tuning tool to insure the safety of our engine by monitoring AFR.
___________________________________
2.4.15 Interior Update
As Corvette owners we all know how horrible the OEM C5 seats are which also works as a natural G-meter. It is quite distracting as a driver to have to a seat with tons of play as well as lack of lateral support.
With the help of LOT USA and Bride, we were able to equip our STU Corvette with two Bride Stradia II Sport Reclinable Seats. Right away we were impressed with the holding ability of the seat along with it's comfort level being a reclinable seat. This makes it a much more enjoyable street car as we were able to achieve both comfort and function in one seat.
The installation of any aftermarket seat is of course a long tedious effort. The Bride Seat rails and Planted Technology seat brackets took out most of the frustration found when installing seats. In the end we are tons happy with the outcome of the interior as we now have a stylish look as well as proper function while racing. On top of that Bride is an official sponsor of the SCCA National Pro Solo Series! It’s always great to give back to those who support our sport!
We also received our custom made shift **** from WC Lathe Werks. This Piston Style shift **** has a titanium blue finish (custom ordered. not listed on the website) with the shift pattern laser engraved on it. Be sure to check out all of their available options on the website at: http://lathewerks.com/shop/index.php?cPath=56_57
___________________________________
CSCC Championship 2/8 Update
Here is a video from this past weekend.
We finished in 2nd place, but we are still making changes to improve the car.
___________________________________
SDR - Championship 2/15/15 Update
We played with different spring rates for San Diego and we were happy with the initial results.
We captured 1st Place in STU and gained valuable data.
___________________________________
Bridgestone Motorsports on Board for 2015!!!
I am proud to announce that Bridgestone will be on board with us for 2015! We will be displaying the performance of their new Bridgestone Potenza RE-71R Extreme Performance Street Tire throughout the year and expect big things with this partnership. Not to mention Bridgestone is offering a Contingency Program for Solo Championship Tours and the National Championships in Nebraska in September.
We've all seen the tire comparisons to their previous model and have concluded our own observations in the past. The data provided to me from our Time Attack teams we work with in Japan suggests that this tire is the one to beat. Nearly all of them switched from Hankook RS3 or Yokohama Advan AD08R to the Bridgestone noting a decent increase in performance from a S-Tire (street tire lingo in Japan).
In terms of size, there was some concern in what its actual size difference would be compared to our 285/35 Hankooks. As you can see above, the difference is very minor and the construction of the tire is much more rigid in comparison to the Hankook.
In the past the release of the Bridgestone Potenza RE-11A caused some stir in tire legality due to the fact that early release tires did not have the treadwear rating molding on the tire sidewall. This was later clarified by both the SCCA and Tire Rack that early batches of tires typically have a 6 month grace period and that the ratings are indeed done prior to release. (Appendix F). We wrote our own treadwear rating to poke fun at the issue
.
Last edited by itzmik3; 03-26-2015 at 01:12 PM.
12-13-2014, 07:59 PM
#4
Safety Car
Member Since: Nov 2000
Location: Shenandoah Valley Virginia
Posts: 4,549
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Keep us posted as the build progresses. Always like to see how cars go together with different components. Also would like to see some videos of finished car's performance once everything is sorted out.
12-15-2014, 01:31 PM
#7
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Thread Starter
12-15-2014, 01:32 PM
#8
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Thread Starter
12-15-2014, 01:35 PM
#9
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Thread Starter
There will definitely be lots of pictures and videos to track the progress of the car.
12-15-2014, 01:35 PM
#10
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12-22-2014, 11:29 AM
#12
Drifting
Welcome, looks like fun! Any info you'd be willing to share on the spring rates chosen would be appreciated. I think that is the biggest question on the forum about an STU build.
12-22-2014, 12:50 PM
#13
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12-22-2014, 03:24 PM
#14
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12.22.14 Performance update!
Our Corvette came with a Corsa exhaust, but we knew that to unlock the full potential of the LS1 engine we would need to let her breathe better.
We made a call to LG Motorsports as they are one of our dealers and we also support their World Challenge Race Team. With their recommendation, we went with the LG Motorsports 1 ¾” Super Pro Headers with high flow catalytic converters.
After receiving the headers, we immediately took them over to buddies over at FRSport to get them installed. While the confined space of the engine bay made installation more difficult then anticipated, all was forgotten after the initial startup.
The initial test drive with the LG Long Tube Headers along with the newly installed AFE Intake really woke up the motor and our neighbors. We did keep our test drive short and brief since the car was not tuned yet.
Here are some pictures of the install:
**High Flow Cats are not pictured as they were received later**
Next up will be our dyno session!
Our Corvette came with a Corsa exhaust, but we knew that to unlock the full potential of the LS1 engine we would need to let her breathe better.
We made a call to LG Motorsports as they are one of our dealers and we also support their World Challenge Race Team. With their recommendation, we went with the LG Motorsports 1 ¾” Super Pro Headers with high flow catalytic converters.
After receiving the headers, we immediately took them over to buddies over at FRSport to get them installed. While the confined space of the engine bay made installation more difficult then anticipated, all was forgotten after the initial startup.
The initial test drive with the LG Long Tube Headers along with the newly installed AFE Intake really woke up the motor and our neighbors.
We did keep our test drive short and brief since the car was not tuned yet. Here are some pictures of the install:
**High Flow Cats are not pictured as they were received later**
Next up will be our dyno session!
Last edited by itzmik3; 12-22-2014 at 03:27 PM.
01-05-2015, 02:04 PM
#16
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Yes, the cats are compliant within the ST ruleset as purchased. No further modification were necessary to do so
. We are happy for that as we are trying to make this as much of an industry build as possible utilizing attainable parts that can be purchased with ease and try to minimize or eliminate any custom work to be competitive. 
Last edited by jonlugod; 01-05-2015 at 02:08 PM.
01-05-2015, 05:38 PM
#18
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2015 UDPATE! (Dyno, Brakes, Wheels)
Happy New Years Everyone!
We had a lot of time to work on Corvette during the winter break.
Dyno
The Corvette made a visit over to Shawn at Church Automotive Testing for a dyno tune session. As all the performance parts were now installed on the Vette, we wanted to have the Corvette tuned for max performance and reliability.
The initial numbers were quite impressive, but after several more pulls Shawn was able to find some hidden ponies using the HP Tuners kit. Overall Shawn was able to net 8whp mostly on the top end, but more impressively 8wtq across the entire pull.
Now we can confidently rip through the gears with reassurance that the LS1 with the newest additions will run smoothly.
Here is a quick video from the dyno session
Brakes
We chose to go with the Stoptech Sports Kit which includes slotted rotors, performance brake pads, and stainless steel brake lines.
As we drive our Corvette to every event, we are looking for a brake set up that performs on the street and track. Our initial impressions are that under braking the pressure is very consistent and modulation is very linear.
Wheels/Tires
As mentioned earlier, we are a Japanese company and we wanted to exhibit a bit of “Import” theme in our selection of rims. After extensive research of what was available in the market, we decided to purchase Enkei NT03+M. This 18x10.5 +64 allows to run a square set up with 285/35ZR18 Hankook Ventus RS-3. They are lightweight solution at only 21.12 lbs and available in our bolt pattern without any modifications needed.
Here are some pictures of them mounted!
We had a lot of time to work on Corvette during the winter break.
Dyno
The Corvette made a visit over to Shawn at Church Automotive Testing for a dyno tune session. As all the performance parts were now installed on the Vette, we wanted to have the Corvette tuned for max performance and reliability.
The initial numbers were quite impressive, but after several more pulls Shawn was able to find some hidden ponies using the HP Tuners kit. Overall Shawn was able to net 8whp mostly on the top end, but more impressively 8wtq across the entire pull.
Now we can confidently rip through the gears with reassurance that the LS1 with the newest additions will run smoothly.
Here is a quick video from the dyno session
Brakes
We chose to go with the Stoptech Sports Kit which includes slotted rotors, performance brake pads, and stainless steel brake lines.
As we drive our Corvette to every event, we are looking for a brake set up that performs on the street and track. Our initial impressions are that under braking the pressure is very consistent and modulation is very linear.
Wheels/Tires
As mentioned earlier, we are a Japanese company and we wanted to exhibit a bit of “Import” theme in our selection of rims. After extensive research of what was available in the market, we decided to purchase Enkei NT03+M. This 18x10.5 +64 allows to run a square set up with 285/35ZR18 Hankook Ventus RS-3. They are lightweight solution at only 21.12 lbs and available in our bolt pattern without any modifications needed.
Here are some pictures of them mounted!
Last edited by itzmik3; 01-05-2015 at 05:42 PM.
01-06-2015, 05:55 PM
#20
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I saw the build and went looking for an 11" wide wheel (Oz Superleggera III in 18 x 11 53mm or low-cost-custom Forgestar F14F) and for a 315/30-18 tire (the Rival).
But then I read the rules and they say any wheel but limited to a 285 tire.
So basically the only advantage in wheels is to max-out the offset with the small 285 tires. So a 58mm wheel with a 6mm spacer makes 52mm offset. Then added camber or lowering will insure that the tire tread is under the fenders.
.
But then I read the rules and they say any wheel but limited to a 285 tire.
So basically the only advantage in wheels is to max-out the offset with the small 285 tires. So a 58mm wheel with a 6mm spacer makes 52mm offset. Then added camber or lowering will insure that the tire tread is under the fenders.
.