The obp Motorsport Pro-Race V2 pedal system has positive stops for the accelerator and clutch pedals which pivot on large and super smooth lubricant impregnated bushings for a super long service free life, smoothness and good bias bar operation. The pedal assembly comes in floor mount, bulkhead mount, and top mount variants. Provisions for a drive by wire electronic throttle are optional.
There are also optional weld nuts and stiffening plates on the obp Motorsport Pro-Race V2 pedal assembly available to ease the chassis fabrication side of things. We feel the obp Motorsport pedal assemblies are a solid value and a no brainer for any race car fabricator. They provide real adjustable brake proportioning, have an inexpensive solution for drive by wire systems and help ease the fabrication process while mounting.
Fuel Safe is ISO9000 certified for quality manufacturing and their products meet or exceed all FIA and SFI standards. A fuel cell is not an ordinary fuel tank. It is an aerospace based fuel tank that resists rupture. In the unlikely event of a rupture the fuel cell is designed to contain and minimize spillage and fuel available to a fire. Fuel cells were developed in WWII to make fighter planes more bullet and crash resistant and were first adopted into race cars in the 1960s. Prior to this racers had no real protection in a crash from a fuel fed fire and many drivers perished or were maimed in fires. Since fuel cells were first used, the driver’s odds of survival in a crash, have been greatly increased.
The bladder is the flexible, extremely strong, fuel container that prevents fuel spillage in the event of a severe accident. Made from high tensile strength alcohol resistant plastic, engineered to withstand the fuel’s chemical attack, the bladder is the most important part of the fuel cell. In a bad crash the metal container of the fuel cell may bend and smash but the puncture resistant bladder will keep the fuel where it belongs.
The surge tank has a 3.5 liter capacity and is continuously filled by an in-cell lift pump. The surge tank itself has twin pump capacity, enough to feed the thirsty BMW engine at full boost no matter what the cornering load is. Depending on their specific needs, drivers can configure the DW350L Modular Surge Tank to use single, dual or external pumps. This surge tank is also anodized, making it fully compatible with the use of E85.
10 comments
I’m curious as to what type of racing class this will be entered into. I’m not too knowledgeable about all of the classes and series, specifically the ones that would allow an engine swap of this nature. That being said, I’m excited to see how this turns out. We all know the stock engine (even boosted) isn’t the best for power, but the chassis is very well balanced and highly tunable.
Unlimited RWD is the class. Go to the GTA website and see the rules.
Jeffrey, They are entering in multiple Hill Climb events & Global Time Attack “unlimited” class. The chosen motor is about the same weight as the stock one, but with more potential & reliability at a much higher HP level.
M50 is probably a hundred pounds over the FA20, trans probably a bit more too, and it’s definitely longer and taller but power does talk. I’d suspect most of it is really about having an M50 developed rather than it being the best decision if there were a blank slate.
A lot of nice fab work on this car; always fun to see stuff like that.
The FA20 motor and trans weights 480 according to the internet. M50 with trans is about 400 . THe inline bmw motors are pretty light
I’m seeing 430 pounds for an M50 longblock. Vorshlag has weighed both the FA20 and the M20, both with trans at 20 pounds more for the M20, and I’m seeing references to the M20 being about 20 pounds lighter than the M50.
Like I said, not a huge difference but it’s definitely not in favor of the iron block I6.
Try using dry ice when removing the sound deadening. It breaks off in chunks instead of having to scrape goo off the floors.
I think you skipped over a key detail that is evident in some of the pictures. The roof skin was removed so that the top parts of the roll-cage could be fully welded. Apologies if i missed that detail somewhere but i have seen a few different cage builders do it different (like cutting holes in the floor to drop the a pillar bars and tip the cage forward to access the top) and i think that pulling the roof-skin is the most efficient way of doing it.
There is another reason that we will cover later .
Is there a reason why the a pillar bar has such a huge gap? Ive been in cars like that and the bind spot it creates is horrible. It seems like there are also alot of dead tubes that could have easily been placed on the same plane or triangulated to others. Is the rule book that strict to where you couldn’t fix that? Or is there a reason for it that im missing