We feel that a different block was needed due to the engine now being a semi stressed member in a race car chassis. The block had to be redesigned to accommodate these stresses. The heads are Mazda MZ parts with direct injection. A Dailey Engineering dry sump keeps the engine lubricated even with race car G loads.
The engine puts out only 350 hp at 6800 rpm and 270 lb ft of torque from 3500 to 6800 rpm, a very wide powerband for a race engine. The engine weighs just 176 pounds fully dressed. The lightweight, simple production based engine that is lightly stressed with low power and a low rev limit goes along with the DeltaWing's less is more concept.
The car has had several transmission failures and a lot of the car's current development efforts have been geared towards improving the transaxle for better reliability. The transmission is air shifted using paddle shifters and computer control. The clutch is a triple disc Tilton carbon carbon unit.
A 4-1 stainless steel header feeds the exhaust gasses to the turbocharger that's mounted over the transaxle. The chromoly tubular strays on either side of the engine run from the main tub to the suspension mounting plate. These take some of the stress off of the engine's block although the block is still a stressed member.
One of the most advanced features of the EFR turbo is a titanium aluminide ceramic turbine wheel. This is a super light turbine that when combined with the ball bearing cartridge makes for a turbo that spools 30% faster than a conventional turbo with a similar power capability.
The EFR turbo has a ported compressor housing shroud that reduces surge at low rpm and an internal blow off valve valve which eliminates the need for a separate blow off valve and its attendant plumbing. We also noticed that the turbo has a billet blow off valve actuator made by our friends at Full Race Motorsports.