Stay tuned

[Jason@SportsCar]

Originally Posted by CrankyOldMan

So this--combined with reverting the final drive--should make you much more competitive than last season? How's the gearbox coming along?

The car still wont be a front runner in the dry, but it should be faster than the last two years.

Still waiting on the close ratio gear box.

[Jeff@MicroImage]

Are you still running VVT-i in this car? Does your tuner/management have control over the that?

[Jason@SportsCar]

Originally Posted by Jeff@MicroImage

Are you still running VVT-i in this car? Does your tuner/management have control over the that?

Yes, still running it and the AEM controls it.

[Jeff@MicroImage]

Originally Posted by Jason@SportsCar

Yes, still running it and the AEM controls it.

Great results! I'm real excited to see that these actually work. I'd be curious to see if any top end gains or benefit from disabling VVT-i and running set or manually adjustable cam gears. Might loose more torque though...

Can't wait to see what the turbo spec Jun cams do for boosted cars

[Jason@SportsCar]

Originally Posted by Jeff@MicroImage

Great results! I'm real excited to see that these actually work. I'd be curious to see if any top end gains or benefit from disabling VVT-i and running set or manually adjustable cam gears. Might loose more torque though...

Can't wait to see what the turbo spec Jun cams do for boosted cars

The low end gets really weak with no VVT-i control.

[racerb]

Originally Posted by Jason@SportsCar

The results are in, the Jun cams are an improvement over the custom grind we had done for the 2010 season, but they are not magic.

With the combination of head work and cams we picked up 12hp when compared to the stock engine we ran in 2011. However, just like with the custom grind cams we lost Tq below 5000rpm when compared to the stock engine - fortunately in this case we only lost 3ft-lbs, where the 2010 cams lost around 18ft-lbs.

While I was not jumping for joy at the final numbers, I was happy to see the top end power match our 2010 numbers, while regaining most of our lost Tq. Additionally, the power band with the Jun cams is much broader than the custom grind was, we have nearly 1000 more usable RPMs than we did before. From 5500rpm on we have more HP and Tq than either of the previous setups offered, and the power delivery is smooth.

If you are thinking about the Jun 9.5 cams keep in mind these are not a direct bolt-in. Your head will need relief cuts to clear the lobes, and without engine management you will not see the full gains.

Overall I give them a thumbs up, but expect to spend about $2k between the cams and head work.

As a long time racer of low horsepower front drive cars, any gains with restrictive rules are a real plus. Learning how to get the most out of the loose nut behind the wheel, can actually make the biggest difference. Just look back in history at what those early racers did with the first Mini Coopers, cars that might have had 40 hp and tiny, skinny as hell tires. When you get to the point where your getting the most out of you the driver, then horsepower numbers aren't as big a factor in all out speed!!

racerb

[KSIbucky]

From runoffs

[Jason@SportsCar]

Off to Willow Springs tomorrow, testing radial slicks on the 99.

[Jason@SportsCar]

We are making progress on the Kaaz close-ratio gear set. Kaaz USA was able to track down the synchros we need, and are making modifications to two of the gears for a proper fit. They have already successfully built one trans for the Scion rally team, and are working on our gears right now. We should have all the parts in hand before the end of the week.

I would imagine that means I will spend my weekend in the place I am getting way to familiar with, on the floor pulling a trans out.

[CrankyOldMan]

Wow, I'm surprised to hear that there's so much involved in fitting those gears. The C-56 gears went in without much fuss, but I'm stalled on funding for replacement parts and the LSD.

[Jason@SportsCar]

Originally Posted by CrankyOldMan

Wow, I'm surprised to hear that there's so much involved in fitting those gears. The C-56 gears went in without much fuss, but I'm stalled on funding for replacement parts and the LSD.

It is odd, these were supposedly built for the C56. Are you pulling parts out of a C56 A or B? Could be the difference.

Turns out the gear itself is not to wide, but the collar at its base, that combined with the Yaris synchro made it bind up. And it is only the 3rd and 4th on the input side that is the challenge. They take a little bit off the collar and install the Celica/MR-S synchro its supposed to fit.

Fingers crossed.

[racerb]

Back in my Honda racing days this guy was the man for alternate gear sets, he can probebly help you out if need be. He is a multi-time SCCA Champ and really knows a thing or two about gearboxes.
http://www.housemanautosport.com/

racerb

[Jason@SportsCar]

Originally Posted by racerb

Back in my Honda racing days this guy was the man for alternate gear sets, he can probebly help you out if need be. He is a multi-time SCCA Champ and really knows a thing or two about gearboxes.
http://www.housemanautosport.com/

racerb

He was the first person I talked to when we started looking for gears two years ago. He was willing to make a custom final drive, but we found the xB gear fit at a fraction of the cost. He had no interest in doing the dog engagement trans that I wanted.

[CrankyOldMan]

Originally Posted by Jason@SportsCar

It is odd, these were supposedly built for the C56. Are you pulling parts out of a C56 A or B? Could be the difference.

Turns out the gear itself is not to wide, but the collar at its base, that combined with the Yaris synchro made it bind up. And it is only the 3rd and 4th on the input side that is the challenge. They take a little bit off the collar and install the Celica/MR-S synchro its supposed to fit.

Fingers crossed.

I'm afraid you've got me stumped on that one. I didn't realize there were two C56 variants, or at least that there were significant internal differences between the front and rear mounted versions.

[racerb]

Originally Posted by CrankyOldMan

I'm afraid you've got me stumped on that one. I didn't realize there were two C56 variants, or at least that there were significant internal differences between the front and rear mounted versions.

Toyota must have a big range of different gearbox versions, my S-53 is fairly common, but I ended up with a JDM box and can't find syncros or shims to fit it! Would love to find an alternate final drive, the 4.18 is just not working for our longer tracks here in the East.

racerb

[Jason@SportsCar]

Originally Posted by CrankyOldMan

I'm afraid you've got me stumped on that one. I didn't realize there were two C56 variants, or at least that there were significant internal differences between the front and rear mounted versions.

C56A open diff
C56B LSD

You may actually have the same problem we did and not know it yet if you have not put it back together. You wont know until you jam it all in the case and measure the drag when you spin it.

[CrankyOldMan]

It's definitely a C56A then, as it's an open diff. The assembly goes together at the moment, but I haven't checked the torque yet. I have to replace the output shaft inner bearing (the one in the bell housing) because the C56 has an inner race on the roller bearing, whereas the C50/C59 doesn't, and the groove where the snap ring holds the inner race on the shaft sits right in the middle of the rollers. I'm assuming that you weren't able to get the torque set properly with any of the shims, which prompted you to investigate?

[Jason@SportsCar]

The trans out of the 99 is in the shop for its new guts. With any luck I will have a close-ratio box by Friday.