Big engine big everything else – including the truck sized Fram oil filter.
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Lubrication is dry-sump of course but for best weight distribution the oil tank, as you will see further down, is located in the trunk and feeds the scavenger pumps up front via very long and very large diameter braided lines. All they had to do it drop it into the compact ZN6 chassis and set it all up for its new dorisha duty! This is precisely why RS-R went for this set-up, the NASCAR engine offering the best of everything – ample power and torque, simplicity and reliability.
NAS HATE ME NOW NASCAR INTRO DRIVERS
This allows both drivers of the car, Manabu Orido and Fredric Aasbø to make full use of the close to 750 HP the motor churns out without many concerns. In this way the best possible performance can be extracted safely from the engine at all rpm, as the ECU continuously monitors and adapts to even the smallest variation of temperature, A/F ratio and knock. The stainless steel headers have individual temperature sensors for each cylinder, one of the many parameters that are logged via the Motec engine management system. And I say vast because there is plenty of clearance all around the engine, one of the benefits of designing a car around a boxer motor. The engine already came with billet aluminum anchor points, so what Flatwell had to do (the shop that was commissioned to build the 86) is machine some mounts and position the whole unit properly in the vast engine bay. Ignition is handled again by a direct coil system borrowed from an LS engine, replacing the distributor that was run originally. Plus, seeing those TRD head covers in a Toyota chassis, well it just looks so right doesn’t it! The V8 motor was sourced from the US and originally came from Ed Pink Racing Engines (EPRE) in California.ĮPRE converted it to fuel injection by welding in eight injector ports on the existing inlet manifold, fed by a pair of Wilson Manifolds fuel rails.Īn LS-series electric throttle was then added along with the top mounted 90-degree elbow, the whole assembly along with Blitz mesh filter sticking right through the hood, something that will become the car’s most recognizable feature, especially after Kei Miura of TRA Kyoto completes the hood scoop that will cover it all. This is the first time RS-R have attempted anything like this and the result is simply mouthwateringly impressive. Now for all you Formula D fans out there, seeing V8 transplants must be pretty normal but you need to understand how uncommon this is in Japan. So if you focus beyond the “in-progress” looks your will find what has to be the most complex drift-oriented Toyota 86 anyone has so far created… The result is the car you see here, well a 95% finished interpretation of it at least. So, what did they do? They took the complete opposite path and in the process challenged both themselves as well as their drivers. However, while the “2J” would have been a great choice, it would also have been – how can we put it – predictable.
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What RS-R and Flatwell have achieved with the 2JZ is nothing short of impressive, building upon the straight-six’s capabilities and reliability extremely well, extracting superb levels of performance that kept them competitive in the various drift series they entered their Supra in. …but the true dilemma came when they began brainstorming ideas for the powertrain.
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It was decided early on that the ZN6 would be the perfect choice for this whole new project… With a need to replace their successful, yet ageing JZA80 Supra, for this year’s Formula D Asia championship, they ended up doing things a little differently. When faced with the need to stand out, a true challenge in any forms of motorsports, it’s pretty safe to say that RS-R have taken the correct path.