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Full Tubular Mid LS9 Engine 4WD Race Truck

Andhi_partsm

Well-Known Member
#1
Full Tubular Mid LS9 Engine 4WD Race Truck

Greeting to all member.

It has been years since I last posted anything on this forum.

For the last 1 year, we have been building on our own, a FUll Tubular Offroad Race Truck with Chevrolet LS9 Engine. We have been using different types of LS3, LS6, LS7 and now we just got our hand on LS9 engine. This is the only LS9 in Indonesia.

I think to be involved in this forum would surely beneficial for me and our race team, as we can learn a lot from you all.

Not trying to SHOW-OFF :), but rather to share our passion iin Indonesia in regards with Off Racing.

I am sure that you all here in this forum are much more expert that we are here far away (22 hours flying) from US.

As you all know, it is always difficult for us here in Indonesia to built anything, as all of the spare-parts has to be bought in the US and air-freight to Indonesia. So be patient, here we go....
 

Andhi_partsm

Well-Known Member
#2
Not trying to SHOW-OFF, but rather to share our passion in Off Racing which happens to use Chevrolet LS-9 Engine.

I am sure that you all here in this forum are much more expert that we are here far away (22 hours flying) from US.

Here we go....
  • Driver : Musa Rajekshah - Ijeck of BLABLABLA MOTORSPORT
  • Location : Jakarta., INDONESIA
  • Body : Full Fiberglass JEEP JK Concept by 4xFADWORKS aka. Daniel Zebedeus
  • Chassis : Full Tubular - by 4xFADWORKS aka. Daniel Zebedeus
  • Engine : Mid Engine Chevrolet LS9 SuperCharger
  • Design & Technical : by @TUNEUPDIGITAL aka. Andhi Satria
  • Starting Date : January 2017
  • Finish Date : July 2017
  • 1st Engine Start-Up : July 2017
  • 1st Car Testing : July 2017
Front
  • Independent Suspension, Custom A-ARM by 4xFADWORKS aka. Daniel Zebede
  • us
  • Diff Housing : Proformance Narrow Differential
  • Diff : 10" Ring & Pinion
  • Reiger Racing Shocks 5-Way
  • Axles : RCV Performance
  • Pedal Box : Willwood
  • Brakes : Wilwood 6-Piston Caliper & Willwood Large Disc Brake
  • Wheel Hub : PROFORMANCE Motorsport Custom Wheel Hub

Rear
  • Custom Solid Axle (In-House)
  • Diff Housing : Currie Enterprises
  • Diff : Strange Engineering Spool
  • Reiger Racing Shocks 5-Way
  • Axles : Strange Engineering
  • Pedal Box : Willwood (From Currie Enterprises)
  • Brakes : Wilwood 6-Piston Caliper & Willwood Large Disc Brake (From Currie Enterprises)
  • Wheel Hub : CURRIE ENTERPRISES End-Cap
Others :
  • Wheel : ULTRA WHEEL X-103 17"x9"
  • Tires : MICKEY THOMPSON Race Tires
  • Data Display : AIM-SPORT MXG Series
  • Data Logging : AIM-SPORT MXG Series
  • Electronic Switches : CARTEK Electronics
  • Engine : MID ENGINE LS-9 Supercharger 750HP
  • Transmission : FTI PERFORMANCE POWER GLIDE
  • Torque Converter : FTI PERFORMANCE
  • Flex Plate : TCI AUTO LS-9
  • Transfer Case : SCS GEARBOX Quick Change Ratio

IMG_0559.JPG


IMG_0936a.JPG
 

Andhi_partsm

Well-Known Member
#3
We have been MODIFYING Chassis Based and BUILDING Full Tubular Chassis for several race trucks using various engines.

5 years ago, it was mainly JEEP 4.0L engine converted to 4.2L / 4.5L / 4.7L / 4.9L.

Since then we have been using LS-1, LS-3, LS-6, and for the last 3 years several of the racer are using LS-7 Engine.

NOW, on this JK FULL TUBULAR, the racer came to us saying that he already had Chevrolet LS-9 Engine (not purchased as crate engine, but as engine from some corvette...)

He said that he is ready to move from
  • FULL TUBULAR LS3 Front Engine 4-WD, Jeep Cherokee body into :
  • FULL TUBULAR LS9 MID-ENGINE 4-WD, Jeep JK body

Body : Full Fiberglass JEEP Cherokee Concept
Chassis : Full Tubular - In House by 4xFADWORKS aka. Daniel Zebedeus
Design & Technical : In House by @TUNEUPDIGITAL aka. Andhi Satria

Engine : Chevrolet LS-3 N/A
Transmission : Jeep AIX-15
Transfercase : Jeep NP



Full Tubular Jeep Cherokee of Musa Rajekshah (@Ijeck09) using LS-3 Engine for Indonesia eXtreme Offroad Racing - IXOR








 

Andhi_partsm

Well-Known Member
#4
Build-Up # 1 - Jeep JK Full Tubular LS9 Mid-Engine, IFS, 4WD from Indonesia
  • Location : Jakarta., INDONESIA
  • Body : Full Fiberglass JEEP JK Concept
  • Chassis : Full Tubular - In House by 4xFADWORKS aka. Daniel Zebedeus
  • Engine : Chevrolet LS-9 SUpercharger - Mid Engine
  • Design & Technical : In House by @TUNEUPDIGITAL aka. Andhi Satria
  • Starting Date : January 2017

We had the chassis already build and coated in paint as the humidity in Indonesia would makes anything start to rust in 2 or 3 days.

This chassis is already made with the following spec :
  • Full complete lower chassis without front IFS
  • Chassis is built with MID-ENGINE Reverse Configuration, Transmission, Transfercase
  • Chassis is built to accept front A-ARM In-House built or Custom Kit




Full Tubular Jeep JK of Musa Rajekshah (@Ijeck09). Tubular frame by Daniel Zebedeus of @4xFADWORKS. Engine will be using LS-9 Supercharger MID ENGINE, REVERSEfor Indonesia eXtreme Offroad Racing - IXOR



Full Tubular Jeep JK of Musa Rajekshah (@Ijeck09). Tubular frame by Daniel Zebedeus of @4xFADWORKS. Engine will be using LS-9 Supercharger MID ENGINE, REVERSEfor Indonesia eXtreme Offroad Racing - IXOR


Daniel Zebedeus of @4xFADWORKS works in finalizing the lower frame chassis.

We had meeting with the Musa Rajekshah as the Owner / Driver of this car to discuss what he wants to determine how we can integrate the items with other parts. what items we need to order, how to prepare and fabricate all of the mountings and 1001 other things.

After several discussion we all agree on the following :

Front Suspension
  • It has to be IFS type
  • We agree that we will make our own custom A-ARM (In-House)
  • We will review several vendors who provide IFS Differential
  • This differential has to be a NARROW TYPE CENTER Differential, as the WHEEL MOUNT SURFACE left to right is around 70-80" due to the design of the race track
  • The differential has to be able to use 930CV type-21 to give a better axle angle for this narrow WMS
  • Suspension has to be standard 3-way OFF ROAD suspension with additional CORNER CONTROL VALVE and BUILT-IN Bump-Stop capable of 14" to 18" depending on the race track
  • Will be using Willwood Pedal Box (From Currie Enterprises)
  • Will be using Wilwood Brake Rotor and the largest Wilwood 6-Piston Caliper with 17" Wheel
  • Wheel Hub : Custom Wheel-hub by PROFORMANCE Motorsport
  • Wheel : ULTRA WHEEL X-103 17"x9" direct from ULTRA WHEEL
  • Tires : MICKEY THOMPSON Race Tires 35"

Rear Suspension
  • Rear will be using Solid Axle, but at right side off-set, as the Mid-Engine would be close to the center of the differential. So the Driveshaft have to enter the diff either on the right side or the left side. engine (In-House)
  • Diff Housing would be using Currie Enterprises 9" housing as they sell BARE HOUSING which we can weld the tubing into the housing
  • Differential will be using SPOOL and 40-SPLINE AXLE, so this will be using Strange Engineering Spool and their 40-SPLINE AXLE
  • Suspension has to be standard 3-way OFF ROAD suspension with additional CORNER CONTROL VALVE and BUILT-IN Bump-Stop capable of 18-24" of wheel travel
  • Axles : Strange Engineering
  • Will be using Willwood Pedal Box (From Currie Enterprises)
  • Will be using Wilwood Brake Rotor and the largest Wilwood 6-Piston Caliper with 17" Wheel
  • Wheel Hub : Custom Wheel-hub by PROFORMANCE Motorsport
  • Wheel : ULTRA WHEEL X-103 17"x9" direct from ULTRA WHEEL
  • Tires : MICKEY THOMPSON Race Tires 35"

Others :
  • Wheel Hub : by CURRIE ENTERPRISES
  • Wheel : ULTRA WHEEL X-103 17"x9" direct from ULTRA WHEEL
  • Tires : MICKEY THOMPSON Race Tires
  • Data Display : AIM-SPORT MXG Series, as these items fits into our needs and budget
  • Data Logging : AIM-SPORT MXG Series, as these items fits into our needs and budget
  • Electronic Switches : CARTEK Electronics, as these items fits into our needs and budget
  • Engine : MID ENGINE LS-9 Supercharger 750HP
  • Transmission : Due to the track straight of max 300meters and 15-25 hi-speed cornering and 5-10 slow speed cornering, the driver would like to use Automatic Transmission. We decided to use 2-Speed POWER GLIDE Automatic transmission from y FTI PERFORMANCE
  • As for Torque Converter, we will be supplying to FTI PERFORMANCE the exaxt track layout, as well as LS9 Spec and sample LOG our our other race car, so that they can proposed the right combination
  • Flex Plate : TCI AUTO LS-9
  • As for Transfer Case, we need option of doing a quick change on over-all gearing ratio (front an rear) while leaving the front / rear diff to use 4.10 gearing as this is the strongest thickest gearng. If we had to change the gearing into 6.x or 7.x on the diff side, then the ring and pinion becomes weak. We decided to use SCS GEARBOX Quick Change Transfer Case


As everything is already agreed, its time to contact so many vendors in the states to get formal quotation, to asked about the availability of the items and whether they will sell to international customer (some of them do not want to sell direct to International customer), and getting formal quotation for freight from US to Singapore to Indonesia.
 

Andhi_partsm

Well-Known Member
#5


Full Tubular, IFS & Solid Axle, LS-6 Mid Engine Reverse Mount, NOW LS-7 Stroker - (Pic IG @tuneupdigital)


Full Tubular, IFS & Solid Axle, 2-JZ Turbo Mid Engine Reverse Mount - (Pic IG @tuneupdigital)


Full Tubular, IFS & Solid Axle, LS-3 Mid Engine Reverse Mount - (Pic IG @tuneupdigital)

The following are also full tubular :
  • Full Tubular
  • Mid Engine LS-3 from CBM Motorsport, reverse mounting
  • Rear Solid Axle
  • Automatic 2-Speed Power Glide Transmission
  • SCS GEARBOX, Quick Change Gear to Gear Transfer Case

Full Tubular, IFS & Solid Axle, Mid Engine built by Daniel Zebedeus of 4xFADWORKS, INDONESIA
(Pic IG @tuneupdigital)



Full Tubular, IFS & Solid Axle, Mid Engine built by Daniel Zebedeus of 4xFADWORKS, INDONESIA
(Pic IG @tuneupdigital)











 

Dezertpilot

Well-Known Member
#6
Bad azz
 

Andhi_partsm

Well-Known Member
#7
We finished welding the FRONT UP-RIGHT (Knuckle) on our custom jig.

This -8 degree built-in camber with BILLET HOUSING which then we well Upper A-ARM Tab and Lower A-ARM Tab, as well as mounting for Steering TIE-RODS.

We are using 33-spline outer UNIT BEARING which will be connected to RCV CUSTOM 35-spline BALL-CV for the OUTER.

The INNER CV would be using 930 TYPE-21 from RCV. INNER and OUTER CV would be connected to custom RCV AXLES 35-35 spline.








 

Andhi_partsm

Well-Known Member
#8
Finishing Draft
  • UPPER A-ARM & LOWER A-ARM
  • Chassis Mounting Point for A-ARMS
  • Upright Mounting Point for A-ARMS





Then we cycle the front a-arms from full compress to full droop to see if we do get 20" of total wheel travel, without anything binding or hitting anything else.

As you can see. we use a very NARROW CENTER DIFFERENTIAL, in which the flange to flange mount on the diff is only 5" apart. Using this diff, we are able to get a long axle shaft for the 18" of wheel travel, without the 930-CV getting bind.






I will post detail pictures on each of the parts.
 

Andhi_partsm

Well-Known Member
#9
FRONT PROFORMACE DIFF - LS9 Full Tubular Offroad Race Truck Chassis - Indonesia

As for the front diff, we need to use a NARROW IFS diff, so that we can have longer axle shaft with the WHEEL MOUNT SURFACE width of 72"-80". This means by ONLY having front width of 72" measured from WHEEL MOUNT SURFACE, we are able to have up to 18" of wheel travel.

We review several options as we also have used and seen those diff in several other offroad race truck here in Indonesia.

We decided to use Proformance Ultra Narrow Differentials from Australia. As a matter of fact, we were the one to use their products here in Indonesia for Off Road Racing.

Proformance design the OUTER CASING special for us with additional Oil Pick-Up line on multiple places as we are planning to rotate the differential because all of the driveshaft rotation are on the wrong (reverse) direction.




Fitting the CV joints inside the Ring Gear allows for much longer axles shaft, resulting more wheel travel and protection of the CV boot from damage caused by Rocks and Debris. The Ultra Narrow Series Differentials seems is the Narrowest off Road Differentials we have reviewed.

The CV joint faces (Flange to Flange seperation) are only 40mm apart. Typical diffs use small bearings and after modification the CV faces are typically 14-15 inches (450mm) apart. There are some good NARROW DIFF made in the US for sure, and I have been using those as well.

The ultra narrow differentials have the CV joints fitted inside the ring gear, allowing for incredibly long axles.









The Ultra Narrow U290 uses a massive 11.25" (290mm) Ring Gear and massive 9.0" (230mm) Taper Roller Bearings to allow the use of Series 30 CV Joints

The 290 is available with a Spool (locked drive), Detroit Locker, Inboard Brakes and accommodates the heavy duty "Series 30" CV Joints with 40 or 44 spline axles.
 

51rcr

Well-Known Member
#10
That's a really cool project. Looks like its really compact. looks comparable in size to a desert racing utv.
Did you use a Atlas transfer case?
 

Andhi_partsm

Well-Known Member
#12
That's a really cool project. Looks like its really compact. looks comparable in size to a desert racing utv.
Thank you very much for the nice words.
The front WMS (Wheel Mount Surface) left to right is measured at 74" wide.
Maybe because we use a very tall MICKEY THOMPSON 35" tires, it makes the front to rear wheelbase look short


Did you use a Atlas transfer case?
We use GEAR TO GEAR Transfer Box called SCS GEARBOX from the US.

This is a FULL ALUMINIUM fixed 4-WD single speed (can not be selectable to 2-WD) with 360degree mounting points.

Using rear diff 4.10 (the strongest ring & pinion), we can under-drive or over-drive to get the overall final gear ratio from 3.x to 7.x

Changing the gear involve in opening one of the side and replacing 3-gears only (15-30minutes works).

IMG_4227.JPG

IMG_4240.JPG

IMG_4243.JPG

IMG_4245.JPG


 

Andhi_partsm

Well-Known Member
#13
nice work guys looks like a fun car those aussie diffs are some nice engineering
Thank you very much.

As for the diff, we have tested it for quite sometimes, and likes it very much. Still this is based on DANA-60 Ring and Pinion. Wished they produce the DANA-44 Ring and Pinion, but they said they will not do it until next year....

IMG_5399.JPG


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Andhi_partsm

Well-Known Member
#15
Race Track Spec :
  • Max Speed (on straight) 90mph - 110 mph
  • Total Length on each race 3 miles
  • Max straight without obstacle 0.3 miles
  • Max straight without 2 hi-speed jump obstacle 0.2 miles
  • Total Hi-Speed turns > 40mph = 15
  • Total Low-Speed turns > 30mph = 7

We decided to try use 2-Speed Automatic Power Glide for this built, even though the will-be driver would really like to use full sequential manual transmission.

We feel that the short track with so many turns would make lots of shifting on SEQUENTIAL. However, we lack knowledge on the TORQUE CONVERTER, so we just agree on whatever is suggested to us based on our race truck engine spec and track layout.

This POWER GLIDE bolt-on directly to the LS-9 engine and SCS TRANSFER-CASE / TRANSFER BOX with adaptor provided by SCS.

Later on, we will be adjusting the gearing on the SCS TRANSFER-CASE / TRANSFER BOX and Torque Converter.

IMG_5067.JPG


IMG_5065.JPG
 

Andhi_partsm

Well-Known Member
#18
Here is the pictures of the LS9, Power Glide Transmission and SCS GearBox installed on the basic frame.

The engine is MID-MOUNTED and reverse (facing to the back), and all of the driveshaft rotation is rotate on the wrong direction.

IMG_0022.JPG


IMG_0024.JPG
 

retroblazer

Well-Known Member
#19
Great work, and thanks for posting. As long-time fan of racing 4wds, it's interesting to see different approaches. Most short course 4wds don't use locked transfer cases. They use transfer cases that have a torque biasing arrangement. The truck I race has a Jeep Quadratrac transfer case that was developed from short course racing in the Midwest, ie Crandon. in the early 90's. Later, electronic controlled transfer cases showed up wih Ford racers that had variable lockup modes to shift power away from the front end.
Having an extra diff in the transfer case, makes it much easier on front end parts.

Looking forward to more of your posting.
 

Andhi_partsm

Well-Known Member
#20
Great work, and thanks for posting. As long-time fan of racing 4wds, it's interesting to see different approaches.

Most short course 4wds don't use locked transfer cases. They use transfer cases that have a torque biasing arrangement.

The truck I race has a Jeep Quadratrac transfer case that was developed from short course racing in the Midwest, ie Crandon. in the early 90's"
Thank you very much :)

Agree on most short course 4wds don't use locked transfer cases. Then again if I might say, it all depends on the design of the race track, correct ?

If you see our video, its like DRAG RACE and TARMAC RACE, in which the surface of the dirt is compacted, smooth and very wide turn in which you can throw your car sideways and full throttle, while the front keep-on pulling you out of the turn.

I and some other racers used OEM "Jeep Quadratrac Transfer Case" also mated to TOYOTA R-151 transmission which is the same transmission casing as AX but with a better gear ratio inside.

The gearing itself has been modified by Pfitzner Performance Gearbox with STRAIGHT CUT GEAR (No clutch up-shift / down-shift and Close Ratio gear set)
  • Toyota Motor Corporation's R family is a family of 5-speed RWD/4WD transmissions built by Aisin.
  • They share much in common (such as the bell housing-to-body bolt patterns) with the Aisin AR transmission (rebadged MA-5 by GM, AX-15 and NV3550 by Jeep, and Isuzu AR5)
  • A 4WD transmission used in a wide range of Toyota 4x4s

    Land Cruiser:
    1986-1990 2LTE J70-J73
    1990-2002 1HZ J70-J79
    1998-2002 1HZ J100/J105

    Hilux/Pickup:
    1986/1987 22-RTE N90-N120
    1997-2005 1KZTE N140-N170
    2006-2015 1KD-FTV N15-N26

    4Runner/Surf/Prado:
    1990-1993 2LTE N130 4runner/Surf
    1994-1995 1KZTE N130 4runner/Surf
    1996-2002 1KZTE N180 Surf/J190 Prado
    2002-2005 1KZTE N210 Surf/J120 Prado
    2006-2009 1KDFTV N210 Surf/J120 Prado
    2009-2015 1KDFTV J150 Prado

    Ratios:
    • First Gear: 4.313:1
    • Second Gear: 2.330:1
    • Third Gear: 1.436:1
    • Fourth Gear: 1.00:1
    • Fifth Gear: 0.836:1
You said "transfer case that was developed from short course racing", may I know what is the main difference with the OEM transfer case ?


Driver : Tb Deyang
Co-Driver : M Luthfi
Vehicle : Jeep Cherokee
Engine : Jeep Inline 6-Cyl, modified to 4.9L
Trans : R-151 with
TCase : Jeep T-Case with diff

Driver : Tb Adhi
Navigator : Avie Luthfi
Vehicle : Jeep Cherokee
Engine : Jeep Inline 6-Cyl, modified to 4.9L
Trans : R-151 with
TCase : Jeep T-Case with diff​


Later, electronic controlled transfer cases showed up wih Ford racers that had variable lockup modes to shift power away from the front end.
This would be very suitable for very tight course... very interesting.
What would be the example of such transfer cases that fall in this category ?


Having an extra diff in the transfer case, makes it much easier on front end parts.

Looking forward to more of your posting.
"... makes it much easier on front end parts", you are very correct !!!, before we use T-CASE with the diff, we always broke either axle shaft, ring or pinion right after we land from a jump (sudden impact, sudden speed difference, etc).


So glad that I can learn a lot from you guys in the states. The only american made car here in Indonesia is only Jeep 6Cyl, Chevrolet & Ford in 4-Cyl. None of cars with V-8 engine is sold here in Indonesia. So on FULL CHASSIS race truck, everything is mostly based on Jeep.


Again, thank you very much for your comments and info....
 
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