Gary's Evo - 15-09-08 - Update!!!
15-09-2008, 05:13 PM
#361
RsTurbo crewe ina corna.
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Because the tube is extremely light-weight, you need a bit more of it.
Also, once this shell is prepared, who is to say that it's not up to WRC standard? ...and packing 700bhp with all proper brakes/suspension/transmission, it certainly is worthy of the cage.
Also, once this shell is prepared, who is to say that it's not up to WRC standard? ...and packing 700bhp with all proper brakes/suspension/transmission, it certainly is worthy of the cage.
New wave broup b rally car!!!!
26-02-2012, 09:24 PM
#371
Too many posts.. I need a life!!
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thought id add a few pics of latest bits we done
some better front end aero....
so off to mlr 30-130 were we managed a time of 8.9 on esso super unleaded and 8.35 on race fuel
some better front end aero....
so off to mlr 30-130 were we managed a time of 8.9 on esso super unleaded and 8.35 on race fuel
26-02-2012, 09:27 PM
#372
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I've been tasked with updating Gary's Evo thread in the run-up to TOTB and future events, so here goes over two years worth of updates! :mhihi:[/SIZE]
Starting with May 2009, and the engine was stripped and refreshed due to Gary not wanting to cut corners with further modifications in the pipe-line such as a change to a T04z turbo on one of Ross' manifold kits and the potential idea of running NOS in the future. Little was done with the car after that until March 2011 when Gary got his backside into gear again with the decision to get the car back onto the trackday scene and taking part in the MLR Sprint Series.
So after some calls to Andrew @ Momentum, the Evo was running both front and rear tubular subframes with matching front wishbones-
A comparison of standard and new to highlight the raised suspension pick-up points-
The next change for the engine was to go Drive-By-Wire. The reasons were numerous; better idle control/driveability (previous Mustang throttle body had no idle stepper/valve and meant having to manually open the throttle until warm), a simpler way to run Antilag (if needed), and the main reason was the ability for the MoTeC ECU to automatically ‘blip’ the throttle on downshifts for slicker gearchanges via the sequential shifter rather than having to heel and toe manually, with the result of less wear on the gear dogs-
With the modifications done that end, it meant the obvious loss of the throttle cable and original pedal, to be replaced by an Evo X set-up. In an ideal world it would bolt straight into place… but then that would be too easy…
The X pedal sat at a completely different angle, as well as being larger in size and with a reduced travel. After trying various ideas, we decided we had to fabricate a new mounting bracket to locate the pedal correctly, and it was actually far simpler than what we first thought-
Some further tweaks to the wiring and MoTeC ECU software and it was done!
A year on from Ten Of The Best 2010, and the infamous quarter mile launch which caused the gearbox layshaft to say hello to the clutch-
...it looks like the first outing for the Evo (as part of the MLR Team) will be TOTB 2011!So, lastminute.com modifications are go!
After witnessing a minor crash during the MLRSS event at Castle Combe, in which the drivers side corner was damaged and the oil cooler torn-off, Gary began to get concerned about the location of the dry sump oil reservoir tank (in that same front corner) and the potential ease in which it could get wrecked. Aside from that, Evo’s are notoriously nose-heavy, and a substantial oil tank hanging over the front doesn’t help the corner-weighting.
So the decision was taken to relocate it to the rear, which gave a few headaches!
Firstly, the need for two large oil lines to run the length of the car, and whether to have them internal or under the floor. In the end we chose to go under the car, keeping the interior tidier and safer (and not heated by two hot oil hoses!), with the only stumbling block being the stock fuel tank. Long term this will be removed and a fuel cell used instead, but for now it has to stay, so a compromise was made in the aeroquip routing under the tank and through the rear subframe-
With the oil tank being mounted in the boot, it highlighted another issue. When the cage was welded into the car the rear bulkhead was completely cut out, and this would lead to the potential of oil being thrown forward into the cabin in any crash-
So, among Gary’s many contacts was Darren from J&H Sheetmetal Work Ltd and after a quick conversation and some basic template building, Darren brought his tools and some large aluminium sheet and set to work. Unfortunately the Evo does not have a flat, slab-sided interior, so he had to spend considerable time test-fitting and trimming around the cage to achieve the desired result- but got the majority of the hole filled in two pieces which were then welded-
Starting with May 2009, and the engine was stripped and refreshed due to Gary not wanting to cut corners with further modifications in the pipe-line such as a change to a T04z turbo on one of Ross' manifold kits and the potential idea of running NOS in the future. Little was done with the car after that until March 2011 when Gary got his backside into gear again with the decision to get the car back onto the trackday scene and taking part in the MLR Sprint Series.
So after some calls to Andrew @ Momentum, the Evo was running both front and rear tubular subframes with matching front wishbones-
A comparison of standard and new to highlight the raised suspension pick-up points-
The next change for the engine was to go Drive-By-Wire. The reasons were numerous; better idle control/driveability (previous Mustang throttle body had no idle stepper/valve and meant having to manually open the throttle until warm), a simpler way to run Antilag (if needed), and the main reason was the ability for the MoTeC ECU to automatically ‘blip’ the throttle on downshifts for slicker gearchanges via the sequential shifter rather than having to heel and toe manually, with the result of less wear on the gear dogs-
With the modifications done that end, it meant the obvious loss of the throttle cable and original pedal, to be replaced by an Evo X set-up. In an ideal world it would bolt straight into place… but then that would be too easy…
The X pedal sat at a completely different angle, as well as being larger in size and with a reduced travel. After trying various ideas, we decided we had to fabricate a new mounting bracket to locate the pedal correctly, and it was actually far simpler than what we first thought-
Some further tweaks to the wiring and MoTeC ECU software and it was done!
A year on from Ten Of The Best 2010, and the infamous quarter mile launch which caused the gearbox layshaft to say hello to the clutch-
...it looks like the first outing for the Evo (as part of the MLR Team) will be TOTB 2011!So, lastminute.com modifications are go!
After witnessing a minor crash during the MLRSS event at Castle Combe, in which the drivers side corner was damaged and the oil cooler torn-off, Gary began to get concerned about the location of the dry sump oil reservoir tank (in that same front corner) and the potential ease in which it could get wrecked. Aside from that, Evo’s are notoriously nose-heavy, and a substantial oil tank hanging over the front doesn’t help the corner-weighting.
So the decision was taken to relocate it to the rear, which gave a few headaches!
Firstly, the need for two large oil lines to run the length of the car, and whether to have them internal or under the floor. In the end we chose to go under the car, keeping the interior tidier and safer (and not heated by two hot oil hoses!), with the only stumbling block being the stock fuel tank. Long term this will be removed and a fuel cell used instead, but for now it has to stay, so a compromise was made in the aeroquip routing under the tank and through the rear subframe-
With the oil tank being mounted in the boot, it highlighted another issue. When the cage was welded into the car the rear bulkhead was completely cut out, and this would lead to the potential of oil being thrown forward into the cabin in any crash-
So, among Gary’s many contacts was Darren from J&H Sheetmetal Work Ltd and after a quick conversation and some basic template building, Darren brought his tools and some large aluminium sheet and set to work. Unfortunately the Evo does not have a flat, slab-sided interior, so he had to spend considerable time test-fitting and trimming around the cage to achieve the desired result- but got the majority of the hole filled in two pieces which were then welded-
Last edited by GaryEvo; 26-02-2012 at 09:28 PM.
26-02-2012, 09:31 PM
#374
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few things have been since this was last updated
load cell added to ikeya for throttle blip and flat shift
[IMG]http://i5.photobucket.com/albums/y152/APT/Evo%20Bits/f342a875.jpg[/IM
load cell added to ikeya for throttle blip and flat shift
[IMG]http://i5.photobucket.com/albums/y152/APT/Evo%20Bits/f342a875.jpg[/IM
26-02-2012, 09:33 PM
#378
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i used to run twin walbros and never had any issues so wanted to keep twin in tank pumps,so 2x aeromotive 300lph ordered and some fancy baffles from atl
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