– When it comes to rotary engines, the quad rotor is the holy grail, and when that quad rotor engine is producing 1300 rear wheel horsepower in a drift chassis, that’s something pretty special. We decided we needed to find out what made Carl Goodwin’s JZS161 Aristo tick. Starting with that quad rotor engine, it’s been pieced together and assembled by Brent Curran from Curran Brothers Racing. It’s a side port engine which provides a wider power band and a more usable power band for a drift application than the previous peripheral port engine that the car ran last season. The engine’s fitted with a Precision Turbo, Pro Mod, 98 millimeter turbo charger, and even for a quad rotor engine, that’s a huge turbo to spool up. While it’s easily able to produce the 1300 rear wheel horsepower on a relatively modest 32 to 34 psi of boost, it’s also helped by a 200 horsepower shot of nitrous which is used primarily to help spool the turbo and get it up onto boost. This means that the nitrous kit is only engaged when the driver goes to full throttle and the turbo charger’s off boost. As soon as the turbo charger starts to spool and produce boost, the nitrous is disabled. This means that a single bottle of nitrous is able to last for an entire drift event. It’s well known that rotary engines are thirsty, and with a quad rotor producing as much power as this one, a constant supply of E85 is essential for reliability. The fuel system starts with a set of 16 ID1700 injectors, that are set up in a staged pattern with eight primaries and eight secondaries. At low RPM and low load where the fuel requirements are less, only one set of injectors are used. At higher boost and higher RPM, the second set is staged in by the FuelTech ECU. Getting fuel through to those injectors is challenging, and Carl’s had a few problems with the fuel system on this car and he’s gone through a few iterations in order to get something that’s truely reliable. The fuel system is all fitted in the boot, starting with a large fuel cell. The fuel’s drawn out of the fuel cell by a pair of Weldon electric fuel pumps which pump this to a boot mounted surge tank. From here the fuel’s drawn out of the surge tank by a Waterman mechanical fuel pump and pumped forward to the fuel rails in the engine bay. Now this presents a problem because these Waterman mechanical fuel pumps are normally driven either directly by the crankshaft in the engine bay, or alternatively they may be mounted on the back of a dry sump pump. With the Waterman pump mounted in the boot, Carl needed a way of getting drive all the way from the engine bay to the rear. This is done with a mechanical drive taken off the back of the dry sump pump, that runs through the chassis before coming out in the boot, and this is a flexible cable that’s then attached to the Waterman pump. The FuelTech ECU has become quite popular particularly in a drag application, where a lot of injectors are being driven. With a lot of ECUs this can be a problem because they can’t reliably supply enough current to operate all of the injectors. The FuelTech ECU deals with this with external injector drivers. When it comes to the ignition system on a rotary engine, this also requires a lot of ignition energy to reliably ignite the air fuel charge with the rich mixtures that rotary engines like to run. Here Carl’s chosen to use four M&W Pro-Drag 2 CDI boxes, which control the coils that are mounted on the passenger side strut tower. With any engine that’s producing 1300 rear wheel horsepower, a reliable drive train is essential. In this case the engine is backed by the Holinger RD6 six speed sequential transmission, and this allows the FuelTech ECU to also control a gear change ignition cut, allowing Carl to complete upshifts at full throttle without backing off the throttle, or using the clutch. The FuelTech ECU applies an ignition cut to allow the next gear to be selected. Moving back further, the car’s been fitted with a nine inch, full spool differential, which again ensures reliability. You can see the car’s also fitted with two Brembo GT3 calipers on the rear. One is controlled directly via the handbrake, which is a common upgrade or modification for drift cars. When this car was first built, it wasn’t developed specifically for drifting. There was also the possibility that the car may be used for circuit racing. So there’s some modifications and changes made to the chassis that aren’t specific for drifting. In this case the car’s fitted with four air jacks which do add a lot of weight to the car, but it also makes it very easy to make the constant tire changes that are required for drifting. The other aspect that’s unique to this chassis, is that it’s fitted with blade adjustable sway bars front and rear. These are relatively uncommon for drifting, and they allow the balance of the car between understeer and oversteer to be adjusted from the control box beside the driver’s seat. While there’s not doubting that Carl’s Aristo is an engineering masterpiece, and with 1300 rear wheel horsepower, it’s certainly not lacking, word has it from Carl that he’s working on something even more impressive so watch this space for developments. If you liked that video, make sure you give it a thumbs up, and if you’re not already a subscriber, make sure you’re subscribed. We release a new video every week. And if you like free stuff we’ve got a great deal for you. 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