POWER PLANT

‘FANGA DAN’ WOOLHOUSE’S NEW ROUSH YATES RY45

NZ Performance Car - - CONTENTS -

t may be a few rounds short of the sea­son opener, but ‘Fanga Dan’ has fi­nally landed him­self his new D1NZ comp car, in the form of a 2017 RTR Spec 5-D Mus­tang pre­vi­ously cam­paigned in For­mula Drift by Vaughn Git­tin Jr.

The chas­sis is a work of drift art, but it’s the Roush Yates En­gines (RYE) ‘crate’ mo­tor that makes us go all giddy every time the loud pedal is mashed. Known as the ‘RY45’, the all-alu­minium 90-de­gree small block is a race en­gine through and through, and shares the same ba­sic block and head ar­chi­tec­ture as the cur­rent iron-block FR9 Nascar en­gine used by all Ford teams since 2009, with great suc­cess. The RY is run in a wide va­ri­ety of mo­tor­sports in its carb, in­jected, and boosted vari­ants, in­clud­ing late-model dirt-track (speed­way) and off-road rac­ing — ba­si­cally any sport that does not re­quire the iron block.

The amount of R&D that Roush poured into the project is as­ton­ish­ing, build­ing on the con­stant de­vel­op­ment of the fac­tory-backed Nascar FR and tak­ing it to the next level. Every com­po­nent is de­signed and an­a­lysed in-house ex­ten­sively, right down to the bear­ings and studs. The block it­self is cast us­ing high-qual­ity T6 al­loy, and, sim­i­lar to the RY, it has a cast-in cam chan­nel to avoid oil drop­ping on the crank. It’s also lo­cated much higher in the val­ley to keep the pushrod length short and min­i­mize rod de­flec­tion and valve lift at high rpm. There are in­ter­nal oil gal­leries for pis­ton and valve-spring squirters ma­chined from bil­let. The coolant pas­sages have re­ceived con­sid­er­able de­vel­op­ment to en­sure that each pis­ton is cooled equally, with the wa­ter en­ter­ing low in the block and ex­it­ing via sep­a­rate ports near each in­take port (cross­flow). The bal­ancer is lo­cated be­hind the tim­ing belt to bring weight closer to the crank cen­tre and thus fur­ther back in the chas­sis. Un­like the RYs, the dry-sump pan can be a fab­ri­cated item; Fanga’s is made in-house at RTR to suit the chas­sis and uses an Auto Verdi dry-sump pump. There is also extra oil baf­fling so that the oil copes with the high G-load­ing unique to drift­ing. While any­one can pur­chase RY45 parts and build a mo­tor up, es­pe­cially since there’s plenty of af­ter­mar­ket sup­port, RTR works with RYE to build, freshen, and tune in-house at RYE. It’s sim­ply a drop-in-and-play sit­u­a­tion for RTR and now Fanga’s FDC Mo­tor­sport, with oil changes the only main­te­nance the boys are re­quired to per­form. In case you’re won­der­ing, it runs a wa­ter-like 0W-5 oil. Be­ing sim­i­lar spec to the dirt­track vari­ants, Fanga’s sits at 14.1:1 com­pres­sion, has four-inch stroke, and has the smaller of the two bore sizes avail­able ( 105.4mm). This places ca­pac­ity at 436ci — or 7.14 litres in our lan­guage. The heads are su­per light­weight 16-valve wedge-port Ford Per­for­mance cast­ings and RYE has spent con­sid­er­able time op­ti­miz­ing the valve-train an­gle. The valve train is what you would find in a Nascar ve­hi­cle, fea­tur­ing a solid roller camshaft, ti­ta­nium valves, and light­weight solid rock­ers. Uniquely, the en­gine runs Kinsler eight-stack in­jec­tion and a Motec M8 ECU. The head­ers are RTR four-into-one units with min­i­mal muf­flers to give the en­gine the loud roar that you’d ex­pect from an Amer­i­can V8. Run on C12 race fuel, cur­rent power fig­ures are posted at 634kW, but it’s the tyre-melt­ing torque that re­ally makes the dif­fer­ence, and, with a power band that goes from 4500rpm right through to red­line, it’s per­fectly suited to the sport, in which min­i­mum gear changes are ideal. Cur­rently, the en­gine is lim­ited while Fanga finds his feet. “It’ll do 9000rpm easy, but I haven’t done it yet. I’ve got the lim­iter set at 8000[rpm],” he says. But, as Fanga ex­plains, the goal is not to find the lim­iter at all, be­cause, if you’re do­ing that, more grip needs to be di­alled into the rear: “You shouldn’t be able to just smash the lim­iter. The car is set up for max­i­mum rear-end grip, so you want to feel it bite, and you have to re­ally push it.”

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