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The rear suspension has also been converted to double A-arm configuration from the quirky Mitsubishi multi-link. Ginetta uprights are also used in the rear. If you look closely at the upper A-arm mounts on the chassis side, you can see that the square tube isn't actually a part of the Mitsubishi unibody. Keep reading for the details. The rear 4-pot AP brakes also appear to carry Project Mu brake pads.
The NEMO Racing EVO runs a MakTraK sequential 6-speed gearbox. That little sensor peeking out of the hole in the sheet metal is a gear position sensor. This box is rated for 500 ft-lbs or 700Nm so it's quite possible the gearbox's limit will be reached at WTAC 2013. It's a good thing gearbox designers typically under rate their boxes for a margin of safety.
The red colored Texsense infrared temp sensor just behind the brake rotor. Texsense supplies race teams with sensors in all forms of racing including F1, WRC, FIA GT, IndyCar, NASCAR, etc. Check out that cool little bracket holding the sensor. How's that for minimizing unsprung weight?
MaKTraK is a British gearbox manufacturer well known for rally, rally cross, and hill climb cars. Depending on your budget, the housings can be cast in aluminum or magnesium. Give them a call if your race budget allows. Or if you have the extra cash, a sequential box in your street car would be cool as hell.
The engines were built by JHH Peformance in Queensland, Australia. A bulletproof Full-Race twin scroll exhaust manifold is used and instrumented with four thermocouples (one per cylinder). Bolted at the end of the Full-Race exhaust manifold is a BorgWarner EFR 8374 turbo with the trick ultra low inertia titanium aluminide turbine wheels. The team also has the larger EFR 9180 should the need arise, but need never arose as the WTAC results proved. Dual Turbosmart Ultra-Gate38s handle the wastegating duties. Turbosmart gates have that trick “change your wastegate spring in 3 minutes” quick release hat design that I love. At “high” boost, the engine reportedly generated around 600hp. The engine runs on E85.
A Laminova water cooled oil cooler (right smack center of firewall) is used for packaging purposes with what appears to be a dedicated electric water pump (that turbo looking thing on the firewall). I remember having a discussion with Andrew before when he explained that he tries to use as few air cooled heat exchangers as possible because they and their required openings in the body work generally cause drag. The tall cylinder is a fuel surge tank. The lightweight front subframe is also visible here.
All fluid and air connections appear to be either AN or Wiggins clamp. All the black covered AN hoses appear to be ultra lightweight ICORE convoluted teflon Kevlar hose. The convoluted teflon allows the hose to bend at a much tighter radius. ICORE hoses are top quality and can be found in F1, WRC, and other high end motorsports. The Nissan VH45DE throttle body is bolted to the HKS Kansai intake plenum. I'm not quite sure what those giant -12AN or larger plugs are there for.
