This kit will include a 60-amp electric motor unit, a pre-wired control module, and the IDIDIT steering column. The length of the column you need will be determined by what application this kit is going onto, so please be sure to get in contact with us to discuss specifics before ordering this kit. The columns will be available in our standard options of plain steel and black or silver powder coated.
If you are planning to attend SEMA this year, be sure to stop by our booth #23580 in Hot Rod Alley! We will have many of our products out on display and will be providing live demonstrations of our Hydroelectric Pump so you can actually feel the steering ease these systems provide!
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The EPAS Performance Hydroelectric Pump System works with an angle sensor on the steering column and CAN protocol. The converter talks to the pump via the angle sensor, ramping up the systems pressure as needed. When the vehicle is going in a straight line the pump is in idle mode, as the steering wheel is turned the angle sensor sends information to the computer ramping up the hydraulic pump making steering light to handle.
The EPAS Performance Hydroelectric System includes 6’ of high-pressure sending hose, 6’ of low pressure return hose and power cords that are 10’ in length. The wiring harness is essentially plug and play only requiring a hot ignition source and full battery power to function. The system draw is anywhere between 1Amp to 45Amps, spending most of its time in the lower amp range.
The maximum pressure of this unit is rated at 1900PSI @ 5GPM and the absolute maximum length of the pressure hose and return lines is 17’.
The EPAS Performance Hydroelectric Pump System is available now at www.epasperformance.com."
https://fuelcurve.com/epas-performance-hydroelectric-power-steering-system/
]]>This kit will include the 45-amp electric motor unit and the prewired control module. You will be required to send us your existing OEM steering column to be modified and sent back to you.
This kit will include a 60-amp electric motor unit, prewired control module, and two race cooling fans. You will be required to send us your existing OEM steering column to be modified and sent back to you.
This kit will include the 45-amp electric motor unit and the prewired control module. You will be required to send us your existing OEM steering column to be modified and sent back to you.
This kit will include a 60-amp electric motor unit, prewired control module, and two race cooling fans. You will be required to send us your existing OEM steering column to be modified and sent back to you.
This kit will include a 60-amp electric motor unit, prewired control module, and the IDIDIT Performance Steering Column.
This kit will include a 60-amp electric motor unit, prewired control module, two race cooling fans, and the IDIDIT Performance Steering Column.
]]>“A build starts with various design ideas, led by iterations and reviews to really determine what you are after,” SEMA Garage Engineer Luis Morales said. “Understanding the end goal of the car is the main thing.”
The front facade of the vehicle is aggressive. Stratasys 3D printed the grille that was engineered by Morales, who worked with the design team at Ford. The design took inspiration from the ‘21 Mustang Mach 1. Dynacorn provided the exterior body paneling for the restoration, and Santini Paint and Boyd received paint from PPG for the one-off color. The custom-formulated Mariana Blue paint reflected brilliantly as thousands of Show goers watched the cover come off and Urban got his first look at the car in more than two years.
“When the Ford Design Studio was asked to be involved in the project, they had just put the finishing touches on the ‘21 Mustang Mach 1, and it was top of mind when they were looking at some of the early images of Keith’s car,” said Ford Future Electric Vehicles, Vehicle Platform Director Dave Pericak. “Specifically, the completely new upper grille design, air dam and wheels were some of the key signature elements that you will see have a direct tie to the 2021 Mach 1.”
Carbon-fiber accents can be found all over the car, thanks to Anvil Auto. The look is brought together by Forgeline wheels that took some design cues from the ‘21 Mach 1.
Beneath the hood, which is held up by CVF Racing billet hood shock absorbers, lies a 5.0L Coyote engine with a Roush supercharger and a K&N air intake. With the newfound power came a 10R80 10-speed transmission from Ford and a new driveshaft from Inland Empire Driveline.
“This build showcases some of our most iconic Ford Performance parts like the Coyote V8 crate engine and how using new technologies like 3-D printing–as we used for the front grille–the sky’s the limit,” Pericak said. “By bringing these parts and technologies together on the Keith Urban Mustang project, the team was able to be demonstrate how a truly remarkable, no-compromise vehicle could be built.”
The build team tackled the suspension by installing parts that provide a smooth bride and great handling whether at the track or taking a drive downtown. Heidt’s Pro-G complete front and rear subframes and suspension made the vehicle perform like a sports car, with the triple adjustable dampers from Bilstein bringing it altogether. One of the key features on the vehicle is the subframe kit, which allows for an all-around independent suspension, Morales said. The Mustang also runs Wilwood’s six-piston disc brakes in the front and four-piston discs in the rear.
Aeromotive provided the fuel system to handle the upgraded powertrain, and Vintage Air included the AC/heating unit maintain the interior comfort, further enhanced with DEI heat and soundproofing. Dyme PSI fabricated the custom fuel and cooling hoses, while C&R Racing provided the complete cooling package. The build also features custom Borla headers and exhaust, paired nicely with the components under the floorplan.
“The Mustang is a car that exemplifies what all enthusiasts desire–performance, iconic design, and the ability to personalize, which is what the SEMA Show is all about,” Pericak said. “Of course, this car needed a lot of help and working with the folks at SEMA Garage, Ford Design, and the Ford Performance team, we were able to create a work of automotive art worthy of the stature Keith Urban brings to the car and worthy to be a centerpiece project for the SEMA Show itself.”
The interior is just as unique as the rest of the build. Distinctive Industries handled the upholstery, while Holley/Drake Automotive and Daniel Carpenter took care of the rest. The modern drivability is most obvious from the electric steering system provided by EPAS Performance. BCR Motorsports wired all of the electronics, including the instrument panel provided by Dakota Digital.
The efforts of many SEMA-member companies and the SEMA Garage came together for this build, which resulted in this beautiful restomod. The SEMA Garage expressed thanks to Ford Motor Company and all the SEMA-member manufacturer partners that brought the vehicle’s limitless possibilities to life.
“I really don’t have words for it,” said Urban. “I think the whole team has done the most miraculous job on taking on something that probably should’ve been scrapped.”
]]>It is now possible with electric power steering kits. Now a few companies manufacture this kind of product, specially adapted to our vintage cars but also for the newer ones.
Today, Let’s see the ones offered by EPAS Performance, which has a very complete catalog for many European models and American cars.
From Ford, General Motors, Chrysler Corporations to Hudson, Packard, and Studebaker, you can find a kit for almost any model. Concerning Mustangs, EPAS Performance can provide for your favorite pony car from the first one in ‘64 ½ to ‘70 models, also Fox ’79 -‘94 and even the most recent 2005-2010.
Specific and racing applications are also in this manufacturer’s catalog, which has received four times the “Media Award” at the SEMA Show.
EPAS Performance develops in France a list of distributors and installers.
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"The onboard from the miracle victory shootout lap int the King of Mantorp 2020 event.
The hottest event we have ever driven in Sweden with temperatures of well above 30 degrees saw our cooling issues cause severe/terminal damage to our engine already during the Thursday test day. By the time of the shootout final on Friday the engine was so badly damaged we were discussing if should even attempt to go out in the final at all. The issue was that when we overheated the engine during early Thursday running we had caused the exhaust valves to get so incredible hot that they started to bend out of shape and stick and this in return caused the overheating issues to become even worse when exhaust gases leaked back into the cylinder head causing even greater heat in the exhaust ports, in the end the cylinder head got so hot that the aluminium actually started melting in the exhaust ports and valve guides and the entire head started to crack (pictures will come tomorrow).
All in all by the time we reached the final we made a leakdown test and it read dead 0% on all cylinder, the cylinder pressure was actually so bad we couldn't even get the engine cranked with the starter due to the huge leakage we had close to 0 compression (actually 0 on some cylinders) while on the starter so we had to push start the car. The boost pressure buildup was absolutely terrible and required many seconds and high revs to give some kind of boost levels, the engine itself must have in best case made barely 600hp at the highest revs.
So going out in the shootout final we knew we needed to do a sub 1:13:00 to win the event and defend our title and with our tintop record from 2019 standing at 1:11:8 this was a huge task to pull of. So Fredrik just gave it absolutely everything he had to try and gain enough time in the corners and braking zones to compensate for the lack of boost buildup and power.
Then coming out of the second last corner absolute disaster struck as the situation in the cylinder head got so bad that cylinder 3 actually dropped and stopped firing. So we had to do the last 2 straights on only 3 cylinders while the car was spitting flames and sounding like a machine gun crawling up to the finish line. The time? It stopped at an amazing 1:12:11 only 0.3 sec of our tintop track record and such being the fastest car (except our self) to ever do a lap at Mantorp and thus wining the biggest event of the year for the 3rd time in 3 attempts.
So sit back and enjoy an absolute monster of a lap as we show why we are the absolute number one time-attack car in Europe!
Huge shootout to Mikael, Lucas and Marcus for working 24/7 in the heat at Mantorp keeping the car alive and ofocurse all our sponsors and families supporting us Yokohama Tire Würth Svenska AB Garrett - Advancing Motion Turboracing.fi Turbosmart Drenth Motorsport Gearboxes Bullet Race Engineering WOSP - WOSPerformance KONIG WHEELS USA Street Performance Do88 AB Speeding - Performance parts Ross Sport Ltd Sandåsen Motorsport LITE BLOX batteries VP Racing Fuels Goedu Arbetskläder & Tvättservice Oljemagasinet.se Nuke Performance DJ Racecars RSX Racing Solutions EPAS Performance"
Kyle Kuhnhausens 1972 Datsun 240Z has been featured the Super Street Online Network! Checkout their amazing article to see more images and videos as well as build information on this incredible vehicle.
During the 9th-10th of August the team headed to Ljungbyhed and the Drivers Club Festival weekend. A completly new track for us and with a action packed weekend with Radical races, historic racing, drifting and time attack there was only 6 heats during the entire race weekend to get it done (the record that is).
The last weeks up until the race was a real race against the clock to get the car back repaired after the engine failure at Mantorp some weeks prior to the event. A lot of one of prototype parts had to manufactured that was destroyed, and the engine put back together and back into the car. Mikael and Adam did some really long days to get the car ready and with half a day to go it was loaded onto the trailer and ready for the weekend.
So on Friday it was unloaded and the last adjustments and checks performed before the car was fired back up and we headed out for heat 1.
Heat 1 was just a system check test to see that the engine was running good and that everything on the car was OK after the rebuild since this was the first we ran the car after tearing it all apart.
All system seemed to be working fine except the gear cut issue from Mantorp that still hadn't been fixed due to it could only be seen while running the car (issue was after the race weekend found to be a broken connector inside the ECU box and not related to the gearlever)
Heat 2, the boost was set back up to "normal levels" and the car sent back out on track, right away the engine was running rough and the car returned back to the pits. No issues could be found in the ignition system so 4 new spark plugs was mounted for heat 3.
Heat 3 the car was now working good and we could start to hunt some laptimes, The overall track record stood at 49,1 sec and with only 2 heats left for the day and rain forecasted for Saturday there was no waiting around. After 3 attack laps the new record was 47,9 but there was more in it for sure only running a very limited amounts of laps on the track.
Heat 4, Since the chances for dry weather looked slim for Saturday we put on a brand new set of Yokohama Tire raised the boost and sent the car out. The car ran like a god on this tight track and after a few attack laps the new lap record was 47,3 sec (1,8 sec down on previous track record)
Saturday: The last day of competition had the 5th heat and then the 3 lap final for top 3 fastest cars, coming out to the track it was still dry weather and the forecast was now dry for the rest of the day.
Heat 5, with the tires not brand new anymore we did a few attack laps to get a better feel for the track prior to the final but no improvements of the times where done.
The final, 3 laps, 3 cars a big crowd watching and no fresh rubber, so what do you do? Raise the boost to "race" setting and just give it all you got of course. First lap was a 47,7 but tires where not fully up to temperature going out onto the 2nd lap we got it all together and even though not running fresh tires we managed to improved the lap record with 0,2 tenths to 47,1.
Perfect end to a near perfect weekend where the car ran like a god from the first lap after we got the spark plug issue sorted). Super proud of the team to get the car fixed in time and kept it running perfect throughout the weekend and to have such an event with a good crowd and top it of with a record in the final, perfect!!
As usual this would not be possible without the support from Mikael, Adam and the rest of the team, our sponsors and families.
Engine Rebuild
The engine is finally back in the car after the rebuild with some fresh parts from CP-Carrillo that as usual went the extra mile to help us out quickly. Also big thanks to Highspeed Engines for helping out with the cylinder head on such short notice during the Swedish vacation times.
Of course since we had the cylinder head in for renovation we took the chance to let Bjorn make some more improvements to it while he had it so we can squeeze some more power out of the engine. We have also remade the entire dry sump oil system with a new custom made tank, fittings and hoses to help the engine survive more then 20 min in the car and as usual we had Speeding - Performance parts supply us with more of their high quality An-connectors and hoses.
Soon time to hit the track again to break some more records.
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A new track record and double wins at Mantorp Park!
Coming back to Mantorp Park circuit this year was gonna be special, this is the “one” track you want to be the fastest car at when it come to Time attack in Northern Europe. Coming of last years race with the new tintop record standing at 1:12.6 it was now time to see what the 2019 spec updates really could deliver.
After setting a new overall track record at Knutstorp earlier this year we knew the car was mega and prior the Mantorp weekend we had Drenth Motorsport Gearboxes deliver us a brand new custom ratio full sequential gearbox as well as some fine tuning to the rear diffuser setup.This time we were not gonna leave anything on the table and it was finally time to release the full potential of the new engine setup for 2019, at least this was what we thought….
Friday - TANU Race
During the warmup there was some electronic issues with the gear cut for the new sequential gearbox where there seemed to be something disturbing the gear lever load signal so the warmup had to be aborted.
For Q1 a “low boost” 2,3 bar setting was used to set a reference time and get a feel for the setup of the car. The gear cut settings were changed in the ECU to try get the gear cut to work, however as the first attack lap was started the ECU had some false gear cuts and Q1 had to be aborted, when reviewing the data logs there was some EMC disturbance occurring when going at high RPMs causing the load cell signal to false trigger the gear cut, this was not gonna be solved during the day since no obvious issue was found in the wiring loom so the gearcut had to be turned off (clutch shift to be used) for now.
For Q2 the issues continued this time with the hood coming loose after one of the attachments were not properly locked in place. The team worked hard to fix the damaged hood and get the car ready for the last heat of the day and manage to just barely make it out on track in time for the final.
The boost still at 2,3 bar and after completing a “step up” lap the first real attack lap was started, coming out of sector 2 out of 3 the split showed us being a massive 1,9 sec down on our 2018 record however coming of the long straight the engine misfired twice and the fuel pressure was on dangerously low levels so the lap was aborted. After returning to the pit the issue was found to simply be a faulty fuel level sensor hence the car had been under fueled and we had simply ran out of fuel with ⅓ of the lap to go.
The spirit in the team however was very high since the first lap of the weekend was a 1:11:8 which meant a new tintop record by 0,8 sec and with the sector times on the second lap in mind there for sure was a low 1.10 in the car and even a sub 1:10:00 time looked possible for the Saturday race
Saturday - King of Mantorp Race
The plan was simple for Saturday, warmup to check that all systems were ok, “medium” 2,6 bar boost for Q1 and new Yokohama Tire tires and “high” 2,9 bar boost for Q2 were the new record should be made, Q3 and shootout was simply as backup if we had issues during the morning.
Heading out in Q1 a warmup lap was done and the attack lap started, coming of sector 1 the time was further improved from yesterday and coming of sector 2 the times again indicated a low 1:10 time however just exiting sector 2 the car made a small jerk as the ignition died.
When the car was rolled into the pits the team immediately realized it was game over. The crank had due to the extreme lateral loads this year started to move sideways (wearing down the bearing), this to a point were the trigger wheel hit the crank sensor which ripped the trigger wheel apart and the pieces tangled up with the cam belt and that was it.
The Unlimited King of Mantorp title was actually still won with the warmup lap time being the best of the day but the team was really gutted since we never got the chance to show the potential of the Evo. We will take the 2 wins and the new track record any day but we had a different goal for the weekend and for the audience that we failed to deliver this time around.
But no worries we will be back and we will hunt the magic sub 1:10.00 time, there is always a next time and a next year.
Now its flat out work to get all custom parts (a lot of prototype parts destroyed) to be able for the car to be battle ready for the next race and break some more records.
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So instead of uploading the onboard of our new tintop record lap for Mantorp Park now reading 1:11:851 that was actually just a boring "step up" lap leading up to this first real attack lap of the weekend that unfortunately had to be aborted due to fuel pressure drops entering the last timing sector.
To make to make it worse on saturday morning in Q1 we had a simmiliar lap ongoing (a further 0.1 tenth faster in sector 1) that was also aborted due to the engine failure just before sector 2.
So what was the the potential speed of the 2019 spec Evo? If we compare with the 2018 lap record of 1:12:6 we were 1,1 second faster in the first sector alone and another 0,8 faster in the second. so being down 1,9 sec entering the last sector its anyone's guess what the total time would of been.
Also running on "low" 2,3 bar boost levels compared to the intended 2,9 bar for the weekend a lot of power was left unused as well as the brand new Yokohama tires and a gearcut issue with the new sequential that wasnt yet solved leaving us with having to do clutch shifts.
In racing there is no ifs and buts the time on the clock is ultimately the only thing that counts buts lets just say we will be back for 2020 to hunt that magic sub 1:10:00 laptime and it sure looks well inside our reach.
But for now we will take our new record at 1:11:851 and the fact that we are the fastest car ever to run at Mantorp.
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An amazing start to the 2019 season!
During the winter the Wiborg Engineering Evo had undergone a massive upgrade program featuring a new engine and turbo/IC setup. Weight saving of close to 50kg, implementation of carbon brakes and a completely new front end aero package.
The team new beforehand that the first race weekend was going to be a real challenge with all the new bits and pieces on the car, no prior shake down and a double race weekend that started in Norway and the Rudskogen track with NTA series on friday and the weekend would be finished with TANU on saturday at the Knutstop track in Sweden.
The team arrived early friday morning at a rainy Rudskogen track in Norway, the car was unloaded and all the tools and equipment set up in the pit box. The first 3 outings on track was spent on a fully wet track with a very busy shake down program where the new brakes were bedded in, the new engine broken in, the new boost control setup tuned and some fine tuning of the engine ECU and new aero package started.
After 3 heats on full wets the track was beginning to dry up and with more rain scheduled for later in the afternoon the team new this might be the only chance this day to go for the tintop track record that was the aim with this trip. The boost was still on very low setting (2.0 bar) due to the limit time to setup the car. The track was judged to be dry enough to head out on slick tires. Slicks showed to be the correct choice but the track was still damp and very slippery but one attempt on a fast lap was done but it was impossible to get a good enough laptime in to brake the current record due to some of the corners still being fully wet. Despite this a time of 1:24:8 was but down only 3 seconds of the record before the heat was red flagged due to an accident.
The team hoped for the weather to stay dry for another 60 min for a chance of a run on a fully dry track but unfortunately it started raining heavily again. The amount of water on the track meant the planned schedule also had to be cancelled. The car was later in the afternoon sent out in the heavy rain for a run in the finals to secure the overall race win, the time set was good enough to win with almost 10 seconds and the team packed up quickly and prepared for the trip back to Sweden and Knutstorp where some sunny weather was forecasted. Although the record could not be broken the team was in very good spirits after a great event by NTA and the car seemed to be working perfectly so far.
Saturday morning after only a few hours of sleep the team again unloaded all the gear into a pit box this time at Knutstorp and the first race of TANU series. The weather for saturday was prefect with sun forecasted for the entire day. The plan was to continue the aborted shake down program during the first 3 heats and then go for the tintop record in the final (4th heat).
The 1st heat however did no go as planned as a fatigue failure on the OEM steering rack caused the car to go off track and hit a banked grass section with the splitter first. Mikael and the team managed to do some quick repairs of the failed rack and patch up the splitter that luckily only suffered cosmetic damages but this ment another heat was lost which was a big issue due to the limited track time available.
For Q1 the car was sent out still running at the low 2.0 bar boost setting, after 3 laps a time of 57,9 was put down only 0.9 sec of the overall tintop record. For Q2 the boost was raised to 2.2 bar and some new Yokohama super soft compound slicks fitted and another 3 laps put in. The result was an impressive 56,2 sec lap a full 0.8 seconds faster than the current tintop lap record and the setup and balance was now spot on.
With the tintop record already broken the overall lap record seemed to be within reach standing at 55.5 seconds. a further 0.7 sec was needed and prior to the final the boost was raised to last years max levels at 2.4 bar (2.8 bar is the intended race boost level for 2019). The car setup was absolutely spot on and after 2 attack laps the clock showed an amazing time of 55.177 a new absolute track record with a 0.3 sec margin and a the tintop record was now broken by 2 seconds. This ment the 10 year old record overall track record had been broken and not by a formula car!
So to summarize the first weekend of 2019 it seems the changes done for the 2019 spec Evo performed exactly as intended and that there will fall a lot of records this summer.
For the next race the last tuning on the boost control and engine ECU will also be finished to enable the max boost of 2.8 bar to release the last bit of speed.
A huge thank you to the team that consists of Mikael, Jimmy, Martin, Marcus and Lucas and of course all our partners that make this possible."
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