Welcome to DAI-16T's page. If you have been here before and the site looks a bit different well, it is. Moving on with my car I have since purchased a 3 door Daihatsu Charade shell. The first job that was performed was the complete strip down of the car.
From there I took on the extensive task of completely rewiring the car with a Painfull Wiring 12 circuit trunk mount kit.
Not one single factory wire was retained. The fuse box was moved from the factory location to the new location behind the drivers seat. This is to aid in fault finding, diagnosis and to make the fitment of the rollcage easier as the standard fuse box was in the bottom of the A pillar.All the factory switches bar the indicator stalk have been removed from the steering column.
The master power switch, headlight switch and wiper switch have been fitted in the dash center where the standard radio used to once be. The headlight dipper switch is now mounted in the standard footrest for a stealth instalation.
Once all the chassis wiring was done I wanted to complete the ecu and ignition wiring. To do this I had to fit the engine, gearbox and intercooler so that I could terminate the wires at the correct length.
It took a very long time to wire up the Motec m800 ecu and ADL dash display loger. The reason for this was the fact that there are so many sensors that are conected to it. A rundown of them are ambient air temp, air temp before the intecooler, air temp after the intercooler, coolant temp, throttle position, manifold pressure sensor, bosch 5wire Lsu O2 sensor, engine oil temp, gearbox oil temp, exhaust gas temp, fuel temp, fuel pressure, oil pressure, front wheel speed, thermo fan control, ignition one and ignition two outputs for the msd cdi unit, fuel pump one, fuel pump two, ecu warning light, electronic boost control valve, purge canister valve and idle control valve.
The way that the motec set up works is that all of the sensors are connected to the m800 ecu inputs. Then the ecu and adl unit are conected to each other via a CAN BUS. This means that the dash can display and log all the sensors that the ecu takes information from. It is that simple.
The next big part in the build was the fuel system. To do this properly I had to remove the front subframe so that I could get easy access to the fuel lines. First I made and alloy surge tank that fitted nice and snuggly to the rear of the car. Then from there I worked on the fitting of the fuel pump and running the fuel lines.
After the fuel pump(700hp bosh motorsport 044) and filter were fitted I had a look on the market for what type of fuel line I could run along the under body of the car. The answer came in the Speedflow catalogue as the formline siries 500 hose. It is a stainless hose that is convoluted. It is flexible and holds its shape when formed and due to the design and material it is made of acts as a radiator for the fuel supply. The inside diameter of the pipe is just over 10mm.The fuel system ends it way at a set of sard 70cc injectors and fuel pressure regulatror.
On the handling front the car runs Drummond Motor Sports coil over suspension. They are the tarmac 50mm Giants.
Also while I was at it I had noltec manufacture a set of fully adjustable front solid strut tops.
On the rear due to limited space factors they managed to supply me camber only adjustable solid tops. Every suspension bush has been replaced by nolathane items and there are also upgraded sway bars.
To stiffen up the chassis so that the car would cope with racing slicks on the circuit I had a multi point roll cage fitted. Where the cage ties into the chassis all the cricial points have been reinforced with either box sections or plating.
I refused to pass the cage into through the firewall into the engine bay for a couple of reasons. The first being that incase of a front end accident reapairs would be a little easier. The second reason is that the basic front end design from factory of having the strut tops already heavilly supported by the firewall will reduce whatever flex there is to begin with. The car will not be taking heavy landings as what a rally car would expect so it was deemed not needed. At the time of these photos gusseting on the A and B pillars had not been completed.
Instead the the front end of the car recieved full seam welding(which is hard to see in these photos) and a custom triangular brace is being made up at the moment to tie the front end together with the firewall just that little bit more. This will be sufficient for a circuit car eevn one that runs full slick tyres.
When the car was turbocharged previously I had some minor issues in keeping the cooling system temperatures down, they used to always hover around the mid ninties. This made me look at other cooling system options. In the end I went with a dual pass custom alloy radiator with a 40mm core thickness.
To make sure all the availiable air that passes through the front bar reaches the radiator all openings have been baffled. Now any airflow that goes into the main opening can only exit through the intercooelr and then radiator. The oil cooler section also has it own baffeling which results in the same outcome i.e any air that enters its opening passes the oil cooler only.
The factory water pump has been bi-passed and a Davies Craig Gen 3 electric water pump and electric water pump comtroler manage the coolant flow. This set up frees up some power soaked by the engine having to drive the standard water pump and also keeps the colant temps alot more consistent. Since running this radiator and water pump set up the coolant temps now reach the low to mid 80's when is under load, cruising or in traffic. Also while I was at it I managed to fit a Serk 16row oil cooler in the front section of the right hand inner gaurd. It recieves air from the opened up bumper inlet. I had never really experienced dramas with the engine oil temps but seeing as the car will now be used primarily on the track I figured it may well be a good investment. In the right hand picture below you can also the alloy catch can. This is baffled and filled with steel wool so as to perform a good filtering job. From there the air goes back into the airbox and the oil residue is returned back to the sump. All this effort was needed for engineering puposes so as to keep the car registered. Oh yeah everything you see is engineered that is why the car retains a factory airbox.
For those that don't know, the car runs a Daihatsu Charade Detomaso 1600cc engine. The bottom end comprises of a 20thou overbore to fit custom SPS forged pistons. Seeing as the block is of wet sleeve design it has been transformed into a closed deck design by having a CNC'd brace designed and fited around the top of the cylinder sleeves. Mated to the connecting rods are billet PAR connecting rods with ARP 2000 series rod bolts. The engine sump recieved baffling to keep good oil supply to the pump pickup when on the circuit. The turbo is a Garret gt-35 cored hybrid withy a 0.6 a/r front cover. To help the engine breath easier there is a three inch exhaust system from the turbo back. This is currently made of mild steel, however I am looking at having a complete titanium exhaust system made.
On the driveline front there is a PAR custom five speed dogbox and custom Rospen Motorsport heavily preloaded clutch pack lsd.
The gear ratios are all one offs and were decided after looking at the engines torque curve on the dyno. The RPM's never fall bellow 4700 on upchanges keeping the engine in the meat of the power curve at all times.
Drive is transfered to the wheels via a Direct Clutch Services custom ceramic twin plate clutch which utilises two Tilton 7.25 inch drive plates and custom billet flywheel.
The top end features a completely prepped cylinder head comprising of extensive port work, high lift big duration camshaft with opened up lobe centres, special valve springs to suit, titanium retainers and an adjustable cam gear. Bolting to the head is a custom alloy intake manifold with a larger plenumn volume and shorter intake runners. Intake runners are also bell mouthed in the plenumn chamber to promote good air flow. This combination should enable me to rev the engine to the limit of 8750rpm and gain an estimated 60hp atw running less boost pressure.
On the braking front the car sports a big front brake upgrade comprising of 300mm 24 curved vane two piece Alcon front brake discs and 4piston Hi-spec brake calipers. The rear features the common rear disc conversion. An oversized master cylinder as well as front and rear braided lines are also fitted to maintain a firm high pedal. To keep a decent front rear brake ratio a wilwood proportioning valve has been fitted inside the cabin for ease of adjustment while on the run.