HT: Were there any issues in adapting the gearbox to the motor? Is it simply a matter of using a bell housing plate?
JR: Actually, the bellhousing was quite simple due to the construction of the TL Type-S transaxle case. There is a natural partition line in the transaxle case upon which the clutch fork and throwout bearing are mounted. By cutting aft of this partition line and lining up the splined shaft of the gearbox, we were able to make a custom bellhousing quite easily while using stock Honda slave cylinder, throwout bearing, and clutch fork.
HT: We know the shafts are custom, but where does that differential housing come from?
JR: Due to the simplicity and ease of getting limited-slip differentials, as well as final drives, we chose the 8.8-inch IRS diff and housing. The stout mounting faces on the differential housing made modifying the rear subframe very easy and clean.
HT: Has the Element D been on a dyno yet?
JR: We've done a little bit of chassis dyno testing in house on this vehicle to set the initial fuel maps and ignition advance. So far, we're seeing 500hp at the wheels.
HT: Who set up the suspension?
JR: We purchased a stock coilover kit and then adjusted damping and spring rate through much trial and error. Fortunately, the Element has quite a low center of gravity (a.k.a. CG) due to the weight removed inside and the low-slung drivetrain, and was very forgiving during the testing process.
HT: What other chassis mods have been made? Any additional bracing? Who set up the rollcage?
JR: My colleague Andrew Jessup and I modified the front subframe to accept a large splined torsion-type stabilizer bar up front to improve roll stiffness, and in the rear, we are using a stock Element SC rear stabilizer. The cage was designed in house, and executed by Holt Racecars.
HT: What is planned for the brake system?
JR: Currently the brake system is stock in the rear, stock master cylinder, TL calipers, TL rotors, and braided brake lines. We use a synthetic DOT4 fluid. Our plan for the future, however, is to switch over to the TL brake system completely and install a proportioning valve and a hydraulic hand brake.
HT: What are the natural strengths of the Element chassis for drifting? Weaknesses?
JR: So far, the strength of the Element's chassis is its versatility. The Formula D rules for converting an AWD vehicle to RWD are very specific about not changing the firewall, tunnel, or suspension pickup points. This type of conversion would have been difficult, if not impossible, on many of our other models. Also, by virtue of the conversion, the vehicle has an even lower CG than stock. Finally, it's one of the few race cars I've driven that I don't have to duck my head-plenty of room!
Obviously, the suspension wasn't originally designed for the type of loading that drifting imposes, but we've worked it out with bushings and static toe/camber angles. Unfortunately, the cage really adds weight. In the end, it's not the lightest car, but it is safe, stable, and does the job well.