SpecsRS-R Scion TCPower450 WHP

Engine Specs3SGE Beams motor; HKS GT3037 turbo, external wastegate, intercooler, and camshafts; Blitz dual-SBC boost controller; Toda 2.2L stroker kit; Koyo aluminum radiator; BDL 72mm throttle body; SX fuel regulator and fuel pump; 850cc injectors; custom center-exit exhaust; Edelbrock 50hp single-wet fogger nitrous kit

DrivetrainG-Force five-speed sequential transmission, Tilton triple-carbon clutch, Kaaz limited-slip differential

Suspension RS-R coilovers, custom control arms, custom tie-rods

Wheels/TiresEnkei RPF1 (17x9 front, 18x10.5 rear), Toyo R1R tires (245/40-17 front, 255/35-18 rear)

BrakesProject Mu four-piston front calipers and rotors, brake lines, custom modified four-piston rear calipers and rotors (two pistons controlled by the foot brake, four pistons controlled by the hand brake), brake pads

ExteriorCustom Concept widebody kit

InteriorSparco Corsa seats, six-point harnesses, steering wheel, and shift knob; Design Craft spec custom rollcage

ElectronicsStack dash display, AEM EMS

RewindScion Timeline BuildThe progression toward building the RS-R Scion has been an uphill climb but the end result has been rewarding when testing the vehicle at the El Toro Airbase. Ben Chong filled us in with a quick timeline, recalling many of the changes done throughout the year to the Scion tC, some major and some minor. In chronological order, after Long Beach, the wheel size and brake calipers in the front of the car were downsized. By removing the Project Mu six-piston calipers and rotors, this allowed for smaller wheels in the front so that the vehicle can be closer to the ground without compromising suspension travel, and the implementation of stiffer spring rates (from 10Kg to 12Kg) were added all around. In Atlanta, the car went through some issues with the clutch and computer, which had to be addressed when the car came back from the Formula D event. But with less than two weeks to get the issues resolved before leaving for the next event in New Jersey, this was the major issue we had to address. After New Jersey the rear subframe was redesigned, and a nitrous oxide system was installed in the car, controlled by the AEM EMS (rpm and boost activated to turn on between 2,000-4,500 rpm and/or below 5 psi of boost or above 30 percent throttle) for low to midrange power, along with a watercooler sprayer for the intercooler. In addition, with racetracks that no longer have issues of road problems, the Scion tC has also been lowered another 10mm and spring rates increased from 12Kg to 14Kg all-round to reduce body roll. Then it was off to the Las Vegas Motor Speedway for Round 4 of the Formula D drift series.

After the Round 4 Las Vegas event, minor changes were made to the front suspension and a new propeller shaft was designed.RS-R also changed all the suspension bushing to polyurethane. Round 5 in Seattle looked to be a turning point, with things looking to be going in the right direction at this point. The team felt confident about the changes made up to this point--but the work was far from done. Problems arose again in Seattle when the hydraulic system for the clutch started to go. Upon the return to SoCal, the transmission was immediately removed and diagnosed to find out what went wrong, and all the rear suspension changes listed above took place, along with checking the engine for its integrity.

Only time will tell how these changes will fair against the competition, and with Sonoma less than a week away from the writing of this article, we can only wait and see what will happen. We've also heard that the team has development changes to the front suspension as well, which they plan to put in before the season finale, Round 7, at Irwindale Speedway. It seems that from every event since Long Beach the changes made to this car have brought it closer and closer to sitting on the podium. We wish the RS-R team good luck, and wonder if these are the type of changes that happen during the on-season, what should we expect from this team in the off-season?