AERO, AVO TURBO, Blitz, Cosworth, DEVELOPMENT, ECUTEK, Fensport GT86R, FORCED INDUCTION, GT86, GT86 Body Styling, GT86 Racing, GT86 Tuning, GT86R, Japanese Sprint Series, RaceRom, Toyo Tires, TURBO, TURBOCHARGED - June 26, 2020 by Adrian Smith

Fensport GT86R Race Project, Part 8 - 2019

After 7 years of ownership you would think there wasn't much left top do, but there is always a way to make the car more competitive and we knew our competition would increase they're pace also.

Main work for 2019 has been based around saving weight from the front end. By using an electric water pump we have saved all the rotational weight of the idler pulleys. The air intake has been relocated in to the front bumper to save the weight of the airbox. Total weight saving was nearly 15kgs from the front of the car!

Revised wheel alignment and suspension settings has transformed the traction of the car, which in turn has allowed us to increase boost which leads us on to the big question. How do you control a GT86 running at 2bar of boost from the Garrett G25-660 Turbo?

The answer, lots of custom RaceRom maps using the Ecutek Software.

We wanted to see just how far we could go with Ecutek as that's what we use on our customer's cars.

Here is an overview of how we use Ecutek and RacROM to run the car safely and reliably.

On top of normal engine control we have the following RaceROM features made possible via our unique custom map setup.

4 Switchable Maps - 1.0 to 2.0 bar boost pressure
Boost vs Gear Position - 1st gear 0.8 bar, 2nd gear 1.2 bar, 3rd gear 1.6 bar, 4th gear 1.8 bar, 5th & 6th gear 2.0 bar (over 600bhp)
Boost vs Throttle Angle - allows driver to control boost / torque easier when on the limit of grip such as mid corner.
Boost vs Steering Angle - allows boost reduction when larger amounts of steering lock applied.
Overboost Cut - set for 2.2bar - in the event of a wastegate failure fuel supply will be cut to save engine.
Boost vs Air, Oil & Water temperature - Too cold or too hot and boost will be reduced
Variable Valve Timing Checklight - Driver can check VVT is working by holding throttle past 6%.
Oil Temperature Checklight - Over or under temperature presets and checklight comes on
ERL Water Methanol - Failsafe integration - By inputting a 0-5v signal from the Aquamist water injection ecu we can add ignition and reduce fuel only while water / methanol is flowing. If the jet blocks or you run out of water the signal is cut and ecu reverts back to normal maps.
Sequential Gearbox - Flat Shift Control - by inputting a 0-5v signal from the Geartronics ecu we can apply fuel and ignition retard maps to allow super fast gearchanges in 0.12 of a second. We can actually shift at any time even mid corner at half throttle which is useful when you're on the edge of traction.
Speed Density - is where engine load is measured from the manifold pressure sensor and not the mass airflow sensor. Normally we run a hybrid system using Maf low down and switching Map when in to boost and approaching the limit of the Maf sensor, but on this car we needed the Maf input for the gear change signal!

All the above help us to control the car making it easier to tame and set fast lap times!

So how did the racing go? Well we were competing in the Japanese Sprint Series in the J1 Top class which for 2019 put us in the same category as the 4wd cars, it was going to be a tough season....

R1, Cadwell Park - 2nd Overall to Tim Bedford's Impreza - Results