Agent86 Gets Big Wheels, Tires, and Flares!

Although we have been busy this summer building our new shop and moving the business, we still took some time in August to upgrade our ’13 FR-S with some REALLY big wheels… 18x11s at all four corners! We have a huge 4-part forum build thread update showing the work needed to make these fit – and of course the track test to prove their worth.

We ordered Forgestar F14 wheels with their Super Deep concave spokes. We designed an offset that worked well at both ends, so we can rotate the 315/30/18 tires for more even wear,if needed.

We explore several “bolt on” flare kits, and picked one, then showed the various steps needed to install them. There is a lot of clearancing needed to swing a 315mm wide tire on the front of the 86 chassis, and the rear needs a good bit of fabrication as well.

Finally we take the our “widebody” 86 to the track and test it on TWO different road courses. We first drove 3 sessions on our test track, the MSR 1.7 CCW, and saw a huge drop in lap time from previous tests. On the same day we competed in an SCCA Club Trials event on the MSR 1.3, and won the class. Data logged video and first hand driving impressions are included in the forum build thread, of course. Enjoy the read!

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S550 Mustang Update: Brake Tech, Autox, Time Trials, and Champagne!

In this mega-sized Forum Thread Update covering our S550 Mustang development (lately using our shop 2018 Mustang GT) we cover 5 more track days, Terry’s first autocross in the ’18, some brake system changes/tech/testing, and more.

We ran the car with NASA at COTA (above), with Optima at NOLA (below), with SCCA (Club Trials and Track Night in America), and even did some private testing on a road course (our 4th test at MSR-C). The good, the bad, and the ugly from each of these events is covered in this round – with some nice wins and a few “non-wins”.

Some valuable lessons were learned about brake hydraulics after track testing the factory PP1 15″ brake upgrade with the base GT brake master cylinder and booster on our ’18. A bit frustrating where we learned that (at a televised Optima event!) but it was soon fixed and track tested 3 more times after upgrading to the PP1 hydraulics and booster.

This update is chock full of dozens of pictures, many videos, and lots of other late model Mustang tech. Enjoy!

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New Carbon Bodywork for shop C6 Z06: Project Rampage!

We have finished our shop move and are back to posting tech filled forum build threads! This update covers our in-house build of a C6 Corvette chassis that we call #ProjectRampage. The end of the posts might better explain why we chose that name.

After spending months chasing down fender and nose options for the C6 widebody chassis we show testing of what exists in the marketplace, tried on some cheap fenders (that didn’t fit), show some wider-than-widebody options, and cover the pros and cons of the OEM Z06 / ZR1 / GS fenders as well.

Throughout this update we show how we took our C6Z – missing most of the bodywork – and turned it onto a fully formed chassis with all OEM panels, then explain where it was headed for new carbon bodywork to be formed. If you have a C6 Corvette or ever plan to build a race car from one of these, you might pick up some body panel tips. Thanks for reading!

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More 2018 Mustang Brake Upgrades, Tech, and Racing Action!

We have written another 3-part forum post chronicling the testing, updates, and Time Trial events we continue to do in our shop 2018 Mustang GT.

After another step up in pad compounds, Amy and Terry both competed in the ’18 GT at an SCCA Club Trials competition event at Eagles Canyon Raceway, above. Braking endurance wasn’t any better, and at this brake intensive track the brakes were cooked after one hard lap. But with some careful rationing of the brakes Terry was able to eek out one quick lap at the end of the day to win the Street Touring 2 class.

During this same >forum thread update we jump back in time four years and show stock S550 lap times driven by the same driver in a 2015 Mustang GT with the optional 15″ PP brakes. Since the 15″ brakes were pretty reliable then, even on stock pads, we stepped up to this set of rotors/calipers on our 2018 GT – which we bought with the base 14″ brakes.

Following the ECR event we show the upgrade to the “Performance Pack” front brakes with 15″ rotors and 6 piston calipers, as well as new tow hooks and some other tweaks. We also built a prototype brake cooling package for this 15″ setup, which will go into production later this year. We missed one critical issue on this upgrade that hurt us at our next series of events. Read more about this car in our S550 forum development thread, starting here. Thanks!

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S550 Build Thread Update: Mods, Testing, & Tech!

We have a lot of things to share in this massive 4-part entry to our S550 Development / 2018 Mustang GT build thread this time. You might want to get a snack, then settle in for a good read.

In this latest update we show the installation steps for the Whiteline coilovers and swaybars added to our shop 2018 Mustang, with dozens of pictures and even a handful of Tech Tip videos along the way.

There is a lot of technical info about the 19×11″ wheel and 305mm tire upgrade we performed. Sure was a big step up from the factory 235mm all seasons – we basically added a 5th tire!

We then do a Race Summary show our Track Test # 2 (at a NASA Time Trial race weekend), where we found a huge ten second drop in lap times from the stock laps run a week earlier. The data logged video is dissected and compared to 12 other late model street and race cars we have driven at the same test track with the same driver. Where the 2018 GT slots into that list in stock and modified form is pretty amazing.

There is also a frank discussion about the unusual brakes found on the 2015-up Mustangs Ecoboost and base model GT. Some real weirdness uncovered, and some unsolvable problems – but we have a plan. You can start reading about it all here.

Thanks for reading!

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Vorshlag 2018 Mustang GT – Two Track Tests

The Vorshlag crew has been busy and in its first two weeks of ownership our 2018 Mustang GT test mule has been to two track tests and an autocross. We talk about the first two track tests in this forum thread.

All of our testing is done at MotorSport Ranch Cresson (MSRC) on their 1.7 CCW course. The stock baseline times were hindered by wheel and tire limits, plus the stock brakes.

The latest test showed a huge drop in lap times after we did some suspension, wheel/tire, and brake pad changes. Check out the details and both in-car the videos here.

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Vorshlag Buys 2018 Mustang GT – New Parts Coming!

Exciting news to share for this racing season here at Vorshlag: we waited until the S550 got -REALLY- good and bought the revised 2018 GT about two weeks ago! Lots of plans for new parts to make, lots of existing S550 products to test, and many racing shenanigans in the future! Read more in this 2-part forum post.

This is “Big Red’s Dirty Little Sister”, and its got the “base everything”. We explain why we bought the lowliest GT, why the 2018 is special, and what we have in mind in our S550 development thread. The 460 hp direct inj3ected 5.0L is pretty damned nice.

In this first series of posts we cover the best parts of the S550 and get into some serious bench racing. Enjoy!

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Dry vs Hybrid Carbon, Seibon Trunk Install, EVO X update, and 86 Updates

We have updates to FOUR different threads on the Vorshlag form to show this time. The first two have to do with carbon fiber parts.

This post talks about the differences between motorsports dry carbon fiber components vs “hybrid” carbon/fiberglass parts. Then this post shows what it takes to install a Seibon hybrid carbon fiber trunk onto an E92 M3.

Next up we have a two part update on our shop Scion FR-S (Agent 86) showing two track tests (# 3 and # 4) we performed to verify lap time drops on the Whiteline Max-Q coilovers and swaybars. The weather was less than ideal but we found another second in lap time from test # 3. You can read those starting here.

Lastly we have updated our EVO X project build thread to cover the last event we did in that car – 2009 SCCA Solo Nationals! Better late than never. This event write-up is a bit overdue but we are reviving this thread to cover other EVO X work we have in the shop now.

This EVO X is getting a full cage and wheel to wheel prep at our shop, which we will show in this same thread in the coming weeks. Thanks for reading!

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CARTEK Motorsport Electronics Remote Battery Kill Kits at Vorshlag

After using their products on race car builds Vorshlag has become a stocking dealer for several CARTEK Motorsport Electronics products. CARTEK Battery Isolator Kits meet FIA specs, have no moving parts (solid state design), and bring remote battery kill into the 21st century.

These solid state battery isolators allow for remote triggering of engine/battery kill via buttons in multiple locations, and remove the “arcing and sparking” of old mechanical or solenoid style kill switches. This “no arcing” feature could be crucial if you are shutting down the electrics because of a fuel leak.

The CARTEK GT kit (shown above) kills the engine by taking in a fixed 12v input and sending a 12v output that would power your Ignition or ECU. When the negative side of the battery has been disconnected it will also cut the 12v output powering your Ignition or ECU – shutting down the engine. The GT kit is designed for cars with Standard (OEM) ECU’s or Historic Race cars.

The CARTEK XR unit does not have a power input or power output. Instead it sends a signal which is wired up to either a Power Distribution Module or Motorsport ECU that has an ignition switch signal input. The ECU or Power Distribution Module will then shut down when it see’s this signal – which then kills the engine. This new XR unit also features a 0.5 sec time delay between transmitting the engine kill signal and disconnecting the battery allowing ECUs time to perform a shutdown sequence before electrical power is lost.

CARTEK builds these components in the UK and has a long history of quality in Motorsports electronics. We stock the GT kits (shown installed above on a Toyota 86) here at Vorshlag, and have the best price of any U.S. distributor. You can see the CARTEK battery isolator kits at this page.

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BMW E46 M3 CSL V8 Monster & E36 RHD LS V8 Kit Progress

Two different V8 swap build thread updates to share this time. First up is the massive 3-part forum build thread update for the E46 M3 CSL V8 monster we are calling #ChainsawMassacre! You can start reading the detailed updates here.

There is a lot to show in this round, covering 3 months of work: two on-board fire systems, headers were finished, the 8.8″ diff built and installed (see below), fuel injectors, rails and lines installed, oil lines were build, chassis was wired, coolant reservoir built and plumbed, battery kill added, ignition coils and plug wires, fuel cell installed, driveshaft built, interior panels, and brake inlets were made.

After you read and catch up on that customer build above, check out the update on our Alpha development project for the Right Hand Drive BMW E36 LS swap kit! This one was started late last year and is about to wrap up.

In this round we show the prototype 1-7/8″ long tube headers, which are completed and off being replicated for CNC bent, production units.

Once these are back and we can confirm fit we will kick off a production run of all of our Stage 0″ components for the RHD E36 crowd: headers, motor mounts, transmission mount, steering shaft, driveshaft + the bonus swap parts a 3-channel ABS relocation kit, brake lines, and hydraulic TOB kit. We will update you when that happens! Thanks for reading.

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