The MCN Sport Chambers Performance SRX7 FC Build

[Cezeli]

Your a pure wankel mike :P nice one dude

Car is going to be sweet, cant wait to see it properly!

[Kruizer]

You are my Hero ! That is all !

[MikeFitz]

lads some work.thinking of eveything.i like the no stone unturned way of doing things.mint work from you and the boys at mcn

Thanks Kev, well thats mainly up to Darren Mc and Happy Darren's attitude to building cars and Holly's work ethic. I said that I would do it right at least once and Im basically just eating, spending money on diesel getting up and down to Buttevant and putting everything else into the car

ohhhhhhhhhhhhh yes!! jesus this is going to be epic. ! savage work lads

Thanks dude

Your a pure wankel mike :P nice one dude

Car is going to be sweet, cant wait to see it properly!

The boys are wankels too!!!

You are my Hero ! That is all !

No dude, Im just easily led!

[Bubba]

Cannot wait to see this completed, seriously epic

[MikeFitz]

Well we've been busy again for the last few days! One thing I've learned since we started this project is just how long things take when you're working on a more unusual car and you're making a lot of bits yourself, it's crazy, you think 'oh yeah, well we'll get that, that and that done today' but when you go about it there are almost ALWAYS problems. We always get around them but it often requires a while thinking about how best to work it out and something being made or ordered/collected. The mileage I've racked up since I first left home to collect the FC in its NA form from Jules Chambers in Dublin is scary.
Also, it being an FC engine, it should just bolt it and wire up, right? Unfortunately, no! In order to allow the FC 13B engine (which we'll focus on in a bit) to make good power, we are using an FD upper inlet manifold, aswell as FD wiring, ignition and ECU in the shape of a Power FC. The FD upper inlet manifold needs an adapter plate to mate to the FC lower inlet manifold, and at the air intake end there are problems with the oil filler cap and the power steering pump coming in the way of the intercooler pipe etc. so unfortunately just because its an FC engine doesn't mean it's all smooth sailing!

Which brings us nicely on to the reasons for the change to rotary power! (I can hear the arguments already ha ha!)

These are just off the top of my head:
An FC should have a rotary engine

In order to fit the SR20 we would have had to either move the steering rack an awful long way forward or down or else cut the bulkhead, neither thing a very big deal, but there are unconfirmed talks of rule changes in many championships next year which will disallow the cutting of bulkheads. Cars which have already been logged with the organisation (i.e. Prodrift, Drift Allstars etc.) this year will be allowed to compete so as not to make cars which have recently been built become obsolete shortly after they have been built. I intend to compete in England when the budget allows it but at the moment, as I'm putting everything into building the car, I can't say for sure that I'm going to make it across the pond this year to log it so cutting the bulkhead could potentially let me with a car that I can't compete in England or elsewhere with. Also were starting out with a completely new chassis which will have quite a few mods and it will take a while to get it handling right, and moving the rack as much as we would have had to could have caused its own problems.

My SR20 was producing a very usable 348bhp with 340ft/lbs of torque on TDP's Dyna Pack dyno, running a Motec ECU mapped by Robbie with standard injectors. This power was enough to win the non seeded pro championship in 09 and it got 7th in seeded pro last year. The one thing was that when I came up against the faster cars, i.e. Christy, James, Mike etc. that it was ever so slightly lacking in grunt to pull the width of tyre at the low pressures I would have had to run to be able to keep up with the fastest cars with their 450-plus bhp, which made it at best a top 8 or top 4 car in seeded pro. Anyone in the know will tell you that theres a big difference between 350 and 400 horsepower, it seems to be the magic figure and by switching to a rotary I can hit that figure for a lot less money than it would have cost me to buy a bigger turbo, injectors, pump map etc. that I would have needed to get the extra power out of the SR.

I'm well aware of their reputation for poor reliability, but you have to take chances in life and we will look after it well. Its something different and it will be a steep learning curve but between Darren's knowledge of rotaries and Jules' mechanical ability on site at events it's in good hands, and Holly and myself will be keeping a close eye on everything.

The engine is the one which previously powered Darren's RE86 rotary powered AE86 which competed in a few rounds of Prodrift. This is the car that went on to become the amazing Need For Speed D Mac 86 http://speedhunters.com/archive/tags...6/default.aspx
That engine is a street ported FC model 13B and were going to squeeze as many ponies as we safely can out of the Wankel!
We are going to be running on a mixture of 109 octane race fuel and petrol and it's going to be mapped by new sponsor Hayward Rotary, the same tuner who mapped the Need For Speed car.
It's a major change for me as I've been born and bred with Nissans. Heres hoping it goes well Thanks for your continued support

[MikeFitz]

Oh, and another reason: THE SOUND

[MikeFitz]

Right, time for an update! But first we must go back to, aam, go forward. Or sideways. Basically cos I didn't put up any pics of the engine until I was SURE that I was going with it, and that was when I sold my Motec that I worked long and hard for.

So heres Happy and Holly re-assembling the FC gearbox



This is the unit which is now in the car. If anyone knows how much power one of these can take for drift use, please let me know. I'm told between 400 and 450bhp but it would be great to hear from someone who has ran one of them with that kind of power



The new power plant, complete with super light flywheel and Exedy paddle clutch



The FC lower inlet manifold, which holds the secondary fuel rail, which is soon going to hold massive 1650cc injectors!

[MikeFitz]

This is the modified sump which was on it to make it sit on the AE86 subframe, which has now been replaced with a standard unit



And the following parts were sourced by another sponsor, Japanese Performance, stockists of many aftermarket and OEM parts for Japanese cars, including a constant stock of pretty trick wheels and they can source more or less anything. I'm pleased to continue our association with Dave and the lads at Japanese Performance after a successful 2010

http://www.facebook.com/JapanesePerformance

HKS tubular manifold with GReddy 55mm external wastegate



RX-7 FD3S upper inlet manifold



HKS downpipe



And FD3S Apex'i Power FC. We're also running a full FD engine loom. Thanks Dave!

[MikeFitz]

I couldn't wait for this bit and when I saw it I wasn't disappointed. The finish is unreal, you could eat your dinner off the floor now!!! The entire shell has now been painted by "Strait Talkin' Dan" of DansBodyWorx http://www.facebook.com/pages/DansBo...17895811589814
and it is a top quality job top to bottom. Dan painted the D Mac Need For Speed 86 and his work speaks for itself. He will also be painting the outside of the car on site at MCNSPORT. Thankyouverymuch Daniel!

[MikeFitz]

I wasn't really into the colour of the calipers so I sanded em down and painted em red