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| As the fuel and cold air make their way forward here is where they wind up…. The E85 is fed to the engine through a Turbosmart FPR and then an AFI Turbo billet rail through the finest ID2000 injectors. We can also see the 1000HP rated Spearco IC core shrouded in custom end tanks fabricated by JTE performance. So just what is being fed this fuel and cold air you ask? |
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| This is what those items feed and the bastard is HUNGRY. The 2.25L 4G uses a Brian Crower 94mm stroke crankshaft that spins 159MM GRP rods and 8.5:1 Wiseco 87mm 1400HD pistons. Up top, Tomei MIVEC 290 bump sticks open and close the valves. The OEM MIVEC intake cam gear has been modified to allow 39 degrees of advance. The intercooler uses with 2.5″ hotside and 3″ coldside piping to feed an OEM intake manifold and uses Vibrant vanjen fittings. |
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| As we zoom in closer to the “angry octopus” we can see that the exhaust gas is routed through a Full Race small runner T4 twin scroll manifold and in to the Garret 1.0 A/R hotside of the AGP Zeta 3.2 Turbocharger. The 33PSI of bost is kept in check by twin 45MM Turbosmart Hypergates that are merged back in to the custom 4″ downpipe. The end result is 640 AWHP and 510 AWTQ measured in 4th gear on the UMS Dynapack. |
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| As we zoom out we can see the custom 4″ turbo inlet as well as the Mishimoto 2G eclipse radiator and Mishimoto oil cooler fed by -10 lines. These items are suspended off of the tubular front structure. This section is designed to bolt to the chassis and be easily removable in the event of servicing. It also allows for easy repair should an off track excursion tweak the nose of the CT9A. |
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| Here is a close up of how the tubular front structure attaches to the chassis. Items like this are crucial on a high level time attack car. This allows the UMS crew to quickly get to critical engine systems. You will see similar techniques used in Formula Drift and other motorsports builds! As they say the devil is in the details. |
