2012 'Smoke'. 560hp 3S-GTE. - Spec Sheet

2012 Fraser Clubman S

Chasing 560hp/560kg...

The car is based on a Toyota 3S-GTE 2.0 litre turbo from a 1999 MR2 (SW20). These motors were the homologated WRC engines as used in the Team Toyota Europe Castrol Celica GT4 WRC cars (World Champions; Carlos Sainz 1990, Juha Kankkunen 1993, and Didier Auriol in 1994. WRC Manufacturer's Titles in 1993 and 1994).

The head is a twin-cam, 4-valve, aluminium Pent-roof cross-flow unit from Yamaha. The head was pressure and hardness tested. Kelford 262 degree 10.75/10.30mm lift stage-A rally cams. +1mm oversized Ferrea valves and Ferrera race springs. New guides and seals. Ported and port matched. Valve seats profiled (top secret method, shhhhhhh. I could tell you, but...). Cometic 0.040" M.L.S. head gasket. Forged/CNC machined aluminium CP Pistons sit on Eagle ESP H-Beam 'rods. Pistons and 'rods have been balanced. Pistons are cooled by under-crown oil jets. A lightened and balanced forged steel crank sits in race bearings. ARP bolts throughout. The block has been hot dipped, crack tested and honed with the block and head decks surface ground. A 3-stage Pace dry sump is fitted with the oil reservoir mounted in the rear beside the fuel tank and is protected by Peterson scavenge filters. Oil cooler sits out front. An alloy crank pulley is installed. Engine block, bell housing and gearbox are all powder-coated silver.

The GenIII 3S-GTE motor gets it crank (and cam) signals from the distributor mounted to the head. This can leads to massive timing variations and subsequent power loss when the alloy head/iron block expand at different rates and high lift cams (with strong valve springs) 'twist' the cams. A GenIV crank pulley has been fitted to avoid this problem, as it has an inbuilt timing disk so that crank position signals are perfectly matched to crank position.

Air is fed through a capacious K&N into a state-of-the-art Garrett GTX3071R (4" inlet…) with a beautiful billet compressor turbine and anti-surge compressor housing. The CHRA uses a water and oil cooled dual-ball bearing assembly. The turbine housing is a twin-scroll/divided-entry T3 unit being fed from a custom individual-runner, equal length, HPC Extreme ceramic coated exhaust manifold. Twin Tial 38mm external water-cooled waste gates will control boost (one for each side of the twin entry collector). A 50mm Tial BOV controls off-boost pressure spikes. Hot air from the compressor is cooled by a Spearco/Turbonetics air/water intercooler. A separate aluminium radiator w/7" fan will cool water housed in a 7 litre intercooler reservoir and a Bosch 100% duty cycle pump will circulate the wet stuff. A custom intake manifold has been fabricated and features; tuned intake runner lengths, a carefully calculated plenum capacity and billet trumpet/bell mouths.

A complete custom water system has been fabricated due to serious space restrictions. What a complete b@stard of a job. Bypass lines, radiator hoses, water feeds for the waste gates and turbo, head return lines, aye, aye, aye. The turbo, waste gates, and header sit so close to the block that the original water pipes had to be binned. Ditto the rear water manifold that used to hang off the back of the head. I needed that precious space for the air intake and charge cooler. What a mission. Many failed attempts later I have a convoluted series of small manifolds and pipes/hoses in place. My welder calls the manifolds 'blobs of weld with the occasional piece of pipe showing'.

A light-weight Fidanza aluminium flywheel is paired with an Exedy Stage 2 Race clutch using a three-puck ceramic 'plate. A Howe hydraulic thrust bearing is installed. The use of lightweight engine and clutch components has reduced reciprocating mass by 5kg (!)

A Toyota Supra Turbo, close-ratio, steel sandwich-plate, W58 5-speed 'box has been fully rebuilt with new synchros/bearings and seals. This drives a Quaife ATB TorSen mechanical LSD housed in a Nissan Skyline R200 3.5:1 diff housing. Fraser axles drive Nissan R33 hubs. The W58 has a 0.783:1 5th which will translates to 300kmph @ 7000rpm...

In-board push-rod wide-track double-A-arm front suspension and a de Dion rear assembly are sprung with dual-adjustable (rebound and compression damping) ride-height adjustable Trac Spax shocks.

Willwood 310mm drilled and vented rotors are grabbed by Willwood NDP billet 4-piston callipers front and back. S/S braided brake lines included. a Tilton aluminium floor-mount pedal assembly with brake bias rod/dash dial and remote mount reservoirs is used. A Hurst line-lock will be installed for the occasional burn-out...

A 'Magnesium-series' Motec M130 ECU (with GPR software upgrade) will control all aspects of the car. Traction and launch control are key features with x4 Hall Effect wheel speed sensors w/DTM plugs, wet/dry switch, and a dash-mounted Motec electronic Traction Control dial. Boost control (configurable to gear selected and road speed etc) and Water/Methanol injection control are also utilised. An Aquamist HFS-4 water/methanol injection system w/7 litre tank will keep things cool. A Motec CAN-bus wide-band Lambda sensor keeps an eye on A/F ratios.

An AIM MXL Strada digital dash sits behind a Sparco P310 alcantara steering wheel. Shift lights run across the top and 6 warning lights along the sides. Six pages of digital information can be displayed. The AIM talks to the ECU via a CAN Bus connection (All external senders (Oil temp, speed etc) are wired into the ECU and the information passes to the AIM via the CAN Bus)

Individual hi-output coils with in-built igniters will light up the NGK plugs via thick custom Mallory wires.

Wheels are forged 15" x 7" Oz Racing Ultraleggera (5kg each) covered in sticky Toyo R888 DOT tires, 225x50 rear and 205x50 front. Wider rear wheels and tires may be necessary if traction is an issue.

Fuel system is all Aeromotive. A low pressure lift pump with a 100micon filter feeds a 5 litre swirl pot and a 1000hp A1000 pump and in-line filters (100 micron and 10 micron) feed the 'rail and Aeromotive regulator. Fuel pressure is controlled via the ECU to prevent over-pumping and heating of the fuel.

Stainless steel braided lines are used for all oil, water and fuel supply.

Highway Hawk 'duals' headlights are fitted with HID low and high beam kits installed (6000K). LED front indicators are paired with LED rear light clusters and a FIA LED rain light.

Caterham OEM leather bucket seats are complemented by 3" 6-point Catherham harnesses and arm restraints (memories of Owen Evans' crash stick in my mind).

Aero. I am a big fan of downforce. I have an adjustable dual-element front wing, fully enclosed under tray and rear diffuser planned. An adjustable moderate rear wing has been installed. The wings will be removable, but are likely to stay put for road use as I am a 13 year old idiot at heart and like racing cars. Woo hoo.

A full Motor-sport NZ certified roll cage is fitted which adds significantly to the torsional rigidity of the vehicle. A right bastard to get into and out of the car though. Getting older...

Matt black 3M vinyl wrap on all alloy panels. All of the fibreglass components have now been replaced with carbon fibre (nose cone, front and rear guards, seat bulkhead, dash, drive-train tunnel 'glove-box').

Stay tuned. Things are getting serious.

Gazza.