- We're here at World Time Attack 2017
with Will from PZ Tuning, all the way from Canada.
Now Will's brought his 2012 Civic coupe over
to compete in the Pro-Am class here at World Time Attack.
Now Will this car, it's a big commitment to bring it
all the way over from Canada.
You've built it really to run in the US Global Time Attack
and Gridlife series though.
So tell us a little bit about what you need
to be competitive in those series.
- Well I think the one major difference between
World Time Attack and where we run locally,
is the classing.
We have drive train classes in North America.
So we have front wheel drive class, rear wheel drive class,
and all wheel drive class.
Versus coming to here to World Time Attack,
your Pro-Am category is drive trainless.
So definitely one of the things when we were preparing
the car was to make sure we maximised this car
regardless of drive train and make sure it was competitive
within that class.
- So that's a really good point because you're talking here
about a front wheel drive car,
it's turbo charged and making a lot of power
which we'll talk about shortly.
But you're trying to compete on an even playing field
with rear wheel drive and probably more importantly,
four wheel drive.
So how much of a disadvantage does the front wheel drive
chassis give you?
- Well I'm not gonna say it's much of a disadvantage,
more that you have to build it differently.
Definitely even in America the times have come down
between the platforms.
Earlier in the year at Road Atlanta we actually
won that event outright which was the first time
for a front wheel drive car at a Global Time Attack event
as we found out.
So I think the misconception's where previously it was like
just looked at as such a massive disadvantage.
Now I think there's strong suits that you can really
bring to the table and you can actually make it competitive.
It's just believing in designing the car
around that platform.
- OK so let's take that into account,
what do you do when you know you're designing
a front wheel drive platform,
what are the main design criteria that you need to keep
in mind to really maximise that front wheel drive platform
and optimise the advantages that it gives?
- Well definitely with a front wheel drive car,
you really have those front tires doing basically
80% of the job.
It's steering, it's braking, and it's putting the power down
so you really gotta make sure that the car
can put that power down.
This car is unique where it makes a lot of torque,
it probably makes, you know,
it's got 540 foot pounds of torque,
so applying that to a front wheel drive platform
normally is a big disadvantage.
But with traction control and with proper management
of geometry, you can really put that power down.
Which again whereas it might've been looked at
as a massive disadvantage,
we actually have some acceleration times
coming out of corners that are pretty close
to the fastest out there.
- And I'm gonna assume as well with front wheel drive,
everything's quite compact,
you don't have a rear differential drive shaft,
centre differentials, a weight advantage there?
- Not with this chassis.
This chassis' actually 1040 kilograms
as we are sitting right now.
So it's definitely not on the lightweight side of things
right now and that'll be definitely something
we'll improve upon as we keep developing this car.
The car's only 2.5 years old really,
so there's still a lot of development left in it,
and compared to many of our competitors,
where they've been working on the same chassis
for a long time,
we're still in that initial stage of getting data,
and using that to our advantage in development.
- In terms of the power,
let's talk about that for a little bit.
Obviously that's another area that we've seen
the power levels continue to climb year after year
here at World Time Attack.
I'm gonna guess Global Time Attack's maybe similar.
So you're running a K series engine and this one's
turbo charged, tell us a little bit
about that engine package.
- Yeah so it's a K24A2.
It's fully built with L.A sleeves,
ductile iron sleeves inside it, CP pistons,
Brian Crower rods and cams and springs and retainers.
Turbo, we actually use a BorgWarner EFR 9174.
We were actually one of the first teams to ever use it
and it's been great.
Wicked partnership with that company.
Excellent power band, so from basically 4000 RPM on,
it starts building boost from 4400 to 8800 RPM red line.
We basically have a torque curve that's about
470 foot pounds throughout that, no lower than that.
So it's really drivable.
You could be up a gear, down a gear,
and you pretty much can still lay on the power.
- Now just wanna go back to that turbo,
so the 9174 is one of the more recent releases
from BorgWarner and their 9180's,
I guess their big bad boy, the biggest in their range.
So the 9174 combines that bigger compressor wheel
with a slightly smaller turbine wheel,
so better for boost response on a smaller engine like this?
- Yeah and that was one of the design criteria.
So when we were originally planning this car actually
back in 2014 we were talking to the engineers
at BorgWarner and they actually have a really cool
program called Match-Bot,
I dunno if you've used Match-Bot.
So Brian Reinhart actually inputed all my parameters
into Match-Bot and he's like, Will we have a turbo
that's gonna pretty much do everything you're gonna need.
It's gonna have the spool, it's gonna have the power,
it's gonna have the transient response.
And it's not out yet but it's gonna be out very shortly
and when we get one produced we're gonna send it your way.
So literally February 2015 came along,
he went to the production line,
packaged one up and serial number two ended up in my lap.
- It's nice to have a relationship with a supplier like that
and get those parts ahead of the rest of the world.
Now what sort of power is it actually producing,
and what sort of boost are you running it at?
- So we've dynoed up to 793 wheel horsepower
at 24 pounds of boost.
We also, earlier configuration was 771
at only 21 pounds of boost.
So we know the efficiency's really there.
We're still on an internal wastegate on this setup,
which is pretty, you know,
at this power level, kind of unique.
And I think we're right at the threshold
of where that turbine, the .92AR housing
is just maxing out right now.
- In the Honda tuning world for World Time Attack
we've seen a lot of competitors running
the Rotrex supercharger.
It's always been a popular choice
for that front wheel drive platform,
simply because of the power delivery characteristics,
very linear boost response versus RPM.
So does the turbocharger give you some trouble
maintaining and controlling that power delivery?
- The answer would be yes if we didn't
have an awesome traction control system.
But with advanced traction control and boost by throttle
and boost by gear,
it really changes that.
So with our Motec system we actually have it
so not only is it boost by gear dependent,
so second gear, third gear,
have less power obviously that fourth gear and fifth gear,
but it's also throttle position related too.
So at 50% throttle we only have probably
seven or eight pounds of boost,
and then as we get up to full 100% TBS,
we'll actually increase that boost level
to the max it's set up for.
- I think that's an area that a lot of people really
overlook and don't understand with a turbocharger
that's simply so good at producing boost
that without that throttle position based boost control,
you can back out of the throttle but it will actually
maintain your maximum boost target,
right down to, you get to maybe 50% or 60% throttle.
So you have a very non linear torque versus throttle
position and that, particularly in a traction limited car,
can present a lot of problems for the driver
to actually modulate the power,
would that be a fair assumption?
- Absolutely, so when we were setting up the Motec,
one of the things my tuner Sasha Anis from OnPoint Dyno,
we spent a day at the track,
and basically we were just doing logs,
watching our traction and setting up so this car
could use it in the best way,
and not waste energy,
and not use excessive traction control.
The worst thing you wanna do is have full boost
and have the traction control pull back so much timing
that all it's doing is generating heat and not actually
really improving the car's ability.
- So you're really trying to get that base power delivery
to really match the available traction and then you're
using that traction control just as a last ditch effort
in case you really do just overpower the track
to pull everything back?
- Absolutely so definitely the way to do it
on a high torque front wheel drive setup.
Like you said, with a supercharged setup,
with the Rotrex where the torque delivery
comes on and it's linear to RPM,
it's much easier to control,
especially coming out of a slow speed corner.
With the turbocharged engine,
you hit maximum boost and you basically make
maximum torque so wheel spin is basically prevalent.
So if you don't have all the advanced boost mapping in place
you're just gonna wheel spin everywhere.
- Now let's talk about that electronics package
and what you're using to control the traction
and also the boost per gear, boost versus throttle position,
you've said you're running a Motec ECU,
can you give us a little bit more information.
- Absolutely, we're running a Motec M130 ECU.
It's coupled with a C125 dash.
We have the lambda feedback on it,
so it's a pretty awesome package.
Obviously the boost by gear like I was saying.
But even having closed loop feedback,
our previous ECU didn't have closed loop boost feedback
and again just all the advancements and ability
of that system is incredible.
Earlier today we have Mark from Motec come
and help us fine tune all the settings,
get everything working exactly to its potential
and I think he's gonna come by tomorrow
and just look at our data that we collected
and make sure that we're going on the right path.
Lots to learn with the system.
it's incredibly advanced.
There's almost endless options and endless adjustments
that can be made.
And for me I'm just scratching
the surface with it right now.
- I just wanted to talk about the drive train in the car.
Again with a powerful front wheel drive car,
that's always a challenge holding a transmission together
or coming up with a transmission that can adequately
put that power to the ground,
and also change gear quickly and consistently,
so what are you doing on that front?
- So from a transmission standpoint,
we run a Quaife gearbox,
the Quaife five speed sequential.
We run a competition clutch twin disc clutch,
it doesn't slip so it basically puts every
single foot pound into the actual transmission.
For shift cut we implement the strain gauge shift knob
into the Motec ECU.
That was actually one thing we've been setting up
this weekend was we were actually having
some premature gear cuts happening on the straight.
I've never driven on a track coming down a main straight
where it's quite as bumpy as this track,
so we had to change the sensitivity levels
just so it wasn't making a shift cut down the straight.
But other than that it's pretty amazing.
And that's what Mark, his specialty is actually
doing the drive train.
So he went in and he did a bunch of little changes with us
and showed us where we could squeeze out
a faster shift and get that power back on quicker.
So as we make the shift we're not losing that much speed
actually from that shift.
- So with the ability for you to control those shifts
through the Motec, obviously you've still got
a mechanical lever in there,
you're physically pulling the lever,
it's not paddle shifted.
But you also have the ability to auto blip the throttle
on the downshift, is that a function you're using
in the Motec or are you manually doing that?
- I'm manually doing it at this point in time.
We were discussing earlier today about getting
a drive by wire solution and actually implementing
all that features into it.
- So you're still on a cable throttle.
- I'm still on a cable throttle.
- Well look it's an amazing car.
It's making some insane power and considering
this is your first time here at Sydney Motorsport Park,
to already be running second in the Pro-Am field,
is a pretty impressive effort.
You've broken under that 1 minute 30 barrier,
with a 129.6 was it?
- Yeah 129.637 I think.
- So it bodes well for tomorrow and a little bit more
experience with the track as well.
We certainly wish you all the best for competition tomorrow.
Thanks for chatting to us Will.
- Thank you very much.
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