Tampolli SR2/LMP675 Full Ground Up Rebuild In Pictures

[BornAgainGT]

Oil/Water heat exchanger installed


Remaining flat floor installed, exhaust wrap applied and heat reflection material added


Remaining flat floor installed, exhaust wrap applied and heat reflection material added


Fully run up to temperature, all fluids checked, all base functionality checked, all sensors checked, base map applied
Next stop rolling road...

[BornAgainGT]

It does indeed sound great. I will get a video clip together and upload next week some time.
Please see below a few images now that some colour has been added.

[BornAgainGT]

Hi all
After a 6 month hiatus, we are finally completing the last details.
The rolling road is booked for 4th September to dial engine and gearbox electronics.
There should just be enough time for shake down tests before wrapping her up for winter.
Oh and the odd test day of course....
Rolling road output, shake down and test day data will be shared with photographs for those still interested.
Thank you

[BornAgainGT]

I will provide a detailed specification sheet in due course.
In summary however the car is a 2001 Tampolli SR2/LMP675, chassis number 6.
It was never crashed during its use 2001 - 2005, from where it stood idle.
In June 2010 a full nut and bolt, ground up rebuild was started, as seen in this thread.
It has taken 26 months in total and is now 100% complete and in mint condition.
As a budget you would need to allocate between £125K and £150K for this standard of build.
Hope that helps, full technical spec and test results to follow.

[BornAgainGT]

And finally the rolling road...

We spent a long time researching rolling road facilities, and the knowledge and experience of the facility owners. We were looking for particular skill sets. I.e. not just in depth knowledge of the Nissan V6 in conjunction with DTA electronics but also integration with Geartronics.

Two days were spent on the rolling road. Very worth while days we were very pleased with the knowledge of the combined group of people on hand, well worth the search.

Below are a couple of stills from the testing, we did take some video of which we will upload shortly, once vetted.

[BornAgainGT]

Better late than never !

Video footage from Rolling Road

http://youtu.be/2A-gwols98s

Enjoy


Shakedown test were conducted at Mallory Park
All went well with only minor refinements required

Hopefully we will get another test day in before closing down for the year

[BornAgainGT]

Hi, all.

I am looking for some direction.

This vehicle may be sold to make way for another project.
As the vehicle is quite specialist I am wondering the best places to seek a likely buyer.
Obviously it will enter in the PH classifieds, but I wonder if there are better market places for such vehicles, maybe the Britcar, OSS, V de V forums or other specialist locations in the UK, Europe or further afield.

Not urgent, but I thought I would ask for opinions.

As an update;
The car will likely be running in some test days over the coming months.


All the best

[BornAgainGT]

To answer a old quested posted by 'TripleRotarRacer' re final specification please see below;
Hopefully I have covered everything.

2001 Tampolli SR2/LMP675 with Nissan V6
Full no expense spared ground up rebuild to the highest standards

Chassis
Model number SR2 RTA 2001
Chassis number 006
FIA crash test certificated
Constructed from ‘25CD4’ steel section and ‘Avional 2017’ panels
Stripped, tested, powder coated and built back up

Engine
Nissan VQ35HR V6
Custom throttle bodies
Custom exhaust system (under 105db)
Custom dry sump with oil/water heat exchanger
Two side pod mounted water radiators
DTA electronics

Transmission
Hewland NMT 200 6 speed plus reverse sequential transmission
Magnesium main case and blow-by lubrication pump
Magnesium bell housing containing oil tank
Oil cooling by oil/water heat exchanger
Geartronics GCU electronics with pneumatic shifter
Paddle shift with “no lift” upshifts and “auto blip” down shifts
AP clutch

Electronics
DTA S60 Pro ECU
Geartronics GCU
DTA SX Wheel
Launch control, traction control, data logging
Custom made, military specification wiring loom, full lighting package including FIA homologated rear rain light

Dimensions
Overall length: 4470mm
Weight: 720Kg

Fuel
60 Litre FIA regulation Bag tank, tested
ATL dry break fittings, dump churn
Fuel system components replaced

Suspension
4 way SP Dynamic dampers with remote reservoirs, rebuilt
Designed around pushrods with pinion and rockers
Uprights are monolithic machined from ‘Ergal 7075’
Suspension brackets are manufactured from ‘15CDV6’ steel
Rose joints tested, replaced as required, all new powder coat
Uprights tested, replaced bearings as required

Brakes & wheels
AP discs, callipers (to max regulation standards), cylinders all serviced
Floating iron discs 330mm by 32mm
Bells machined from ‘Ergal 7075’
Aluminium 4 piston callipers
Front wheel: 18” diameter x 10” wide by Oz
Rear wheel: 18” diameter x 11” wide by Oz
Wheel base 2525mm
Wheel shafts are manufactured from ‘34NiCrMo16’ steel
Brake bias control
Multiple sets of Oz rims, slicks, wets, spares

Bodywork
The body work is pre-preg fibreglass wrapped in 3M carbon film with orange accents
The three section flat-floor under tray, nose, splitter, cooling ducts, rear wing all carbon

Safety
Lifeline fire system with carbon bottle
Seat shells, 5 point TRS belts
Original FIA certification for crash tests and approvals

Documented history
Car was campaigned successfully from 2001 to 2005 where it stood ideal until purchased by ourselves in May 2010.

General figures:
Years of activity: 2001-2005

Notes of interest:
FIA Sportscar Championship
Swara Racing (K) - 1/7/2001 – Driven by Simon Wiseman/Michale Mallock
Swara Racing (K) – 29/7/2001 – Magny-Cours – Driven by Michael Mallock/Phil Andrews
Swara Racing (K) – 26/8/2001 – Donnington Park – Driven by Phil Andrews/Michael Mallock
Swara Racing (K) – 16/9/2001 – Nurburgring – Driven by Michael Mallock/Phil Andrews
JCI Developments (GB) – 30/6/2002 – Magny-Cours – Driven by Darren Manning/Michael Mallock
JCI Developments (GB) – 18/8/2002 – Dijon – Driven by Michael Mallock/Darren Manning
JCI Developments (GB) – 22/9/2002 – Spa – Driven by Rob Croydon/Michael Mallock

1000 Kilometer Events
Tracsport (GB) – 13/8/2005 – Silverstone – Driven by Del Delaronde/Edward Morris/Richard Jones
Tracsport (GB) – 4/9/2005 – Nurburgring – Driven by Richard Jones/Edward Morris/John Ingram

[BornAgainGT]

Frustration

The car had two outings in 2015 and has not been run on track at all in 2016. So sits in professinoal storage.
As such we made a concerted effort to sell her, placing here on all the usual motor sport websites etc

Have been surprised at the level of interest, being quite low.

Someone is going to get a bargain....

hay ho, time to move on

[BornAgainGT]

• * New Project ***

Toward the end of COVID I decided I needed a new project
What better than a refresh of the Tampolli - after all it has been in storage for 5 years...

There are some items that need resolving;
Wing mirrors vibrate terrible
Update ECU for proper VVT control
Rear wing supports flex
Dash screen out of eyeline
Downshifting not consistent between 6th/5th
Loom needs an overhaul
And the fluids, tyres, belts, extinguisher etc all need updates

To make it interesting I decided to build a new engine, a TT engine
This time rethinking how the engine mounts to the chassis
Re-engineering the water system as I was never happy with it
Re-packaging the ancillaries to cater for the TT motor

My goal is to keep the original NA engine thus keeping the car correct for the period
But also to have a TT engine for improved performance
I want to engineer the solution in such a way as the engines are interchangeable and able to share the ancillaries, loom etc
We are now developing new parts in Fusion and using 3d printing for prototyping before committing to CNC
With the idea of making parts available to the wider community over time to recoup some of the costs

Lets start with some images of the Tampolli arriving in the workshop from storage

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[BornAgainGT]

Carbon floor removed and side pods removed
All fluids drained, all connectors labeled etc
Time to split the back end - 10 bolts !







Transaxle now mounted on heavy duty engine stand

[BornAgainGT]

Let's start with short engine

In the previous build we had been very pleased with the quality of the dry sump in particular the custom modifications we had made to incorporate the lower chassis pick up, as the engine is solidly mounted to the chassis. See below original dry sump and the new dry sump during machine cycles.
Internally we are using NISMO pressure pump and externally a multi stage scavenge.





Over the last few years I got to know a well know engine builder who was supplying WSC / endurance teams with VQ based race engines.
Through this connection I have managed to source a GT4 crank and pistons

Also over the same period I have been working with a US machine shop to develop some bespoke versions of parts for my needs.

Starting with block we decided to close the deck.
Below are images of the deck inserts and completed block post machining in its delivery crate.





Bespoke Carrillo rods where ordered to meet the required compression ratio.

[BornAgainGT]

The holes line up with water way slots in the gasket.
Originally the inserts used slots, but by using holes the water flow can be slowed, thereby getting a greater transfer of heat from block to the water lowering the operating temp a few degrees.

[BornAgainGT]

So engine now back from machine shop and long block complete.






Note: additional two -8 scavenges added to dry sump for turbo drains, so we suck the oil from the turbos

The heads were CNC ported then blasted and built up with all new components, including high performance cam shafts

[BornAgainGT]

New engine will now be mounted on engine stand for completion as there is a fair bit more fabrication required.
Including new front mounting brace that picks up custom valve covers - see below.
Fusion 360 - such a great tool.



Also custom intake manifold with intercooler mounted in the engine V.
More on this later.

Attention has turned back to packaging the exhaust and turbo hot side using the original engine still in the chassis for mock up purposes.

I have developed exhaust flanges that perfectly match the ported profile of the heads transitioning from oval to round, each with a step to seat the primary, they are also ribbed for added strength and use 4 bolts for a uniform seal. Machined from 347 stainless.



With the exhaust flanges in place, we were able mock up the equal length primaries.constructed from 347 stainless with a 2.5mm wall. Had nightmares getting the material - had to come from Australia.











I have gone down the Garrett G series route using a pair of G30-660 .83 A/R and Turbosmart straightgates the boost control will be via a four port valve driven from the ECU. I wanted to package the exhaust and waste gate tightly and exit the side of the body in front of the rear wheels as per the Group C example below.



Many thanks to IWS developments











Bank one now mocked up on the hot side, once bank two is mocked up, the transaxle will be re-attached before the mock of cold side begins.
There are many constraints that need to be taken into consideration.
On completion the headers, turbine and exhaust will be cladded in heat shielding.

That's it for now

[BornAgainGT]

So made a bit of progress on the packaging of the turbo solution.
The hot side is pretty much done, couple of final welds to do, before sending off for shielding to be applied.
Cold side is coming along, had to machine a couple of flanges for the intake interface and throttle body interface and use a donut to get the tight radius required to flip the DBW throttle body 90 degrees. A lot of fabrication needed to bring the two banks together into the single throttle body. All will be removable using Wiggins couplers at the turbos, merge point and throttle body. Once I am happy with the cold side we will do final welds.









Also been working on wiring loom, in terms of the engine sensors, i.e. potting them and converting over to Deutsch AS connectors. Boots still to be applied.








I am waiting for the revised valve covers to come back from machine shop, as they are needed to confirm pick up points on revised eagle brace. Which also supports revised cooling solution.
Will then build up new motor on stand as engine currently in car is for mocking up purposes only.

Hopefully will start to come together soon.

[BornAgainGT]

Cold side mock-up/packaging complete
Time for final welds







Next fabrication of intercooler rads/mounts

[BornAgainGT]

That's correct, there is a water/air intercooler sitting between the upper intake/throttle body and the lower intake manifold.
See below picture of the upper intake body and intercooler standing on the worktop.

First image shows the -10 water inlet/outlets.
Second image showing underside, in which you can see the intercooler core.





There will be two radiators, one either side and a pump circulating as a closed loop for the intercooler, we will track the intercooler water temp as well as the air temp. I will update with some pictures when this is done.

[BornAgainGT]

Now the basic packaging has been sorted we can visualise how we are going to control the air.
In terms of getting enough air and what surface to pull it from for the cold side of the turbo.
Also need to plan for air to feed the intercooler rads.
And air for the rear brake ducts.

Starting with the cold side of the turbo, we decided to take the air from the top surface of the rear clam.
Necessitating the creation of a new NACA duct.
The duct will feed an air box mounted into the rear claim with a 45 degree mounted panel filter.
The air box will be in two halves with a seal, allowing the panel filter to be serviced, a small drain will deal with any water.
The turbo will be fed from the air box with a 3" tube.

See following pictures for the NACA duct fabrication and fitment.

[BornAgainGT]