9sec9/OKIX's EVO, ROUND TWO!
What exactly is a v2.1 Green? Is it a turbo? If so, is it an updated version, or reconfigured variant of the original, garden variety, FP EvoGreen turbo? Obviously, I am just not familiar with this nomenclature.
. IndyLast edited by sparky; Jul 6, 2008 at 04:01 AM.
Sparky, that's just what Indy was calling my custom Intake manifold since it was designed around the stock frame turbo. His IndyEvo/Wilson race ported manifold is V2, since mine was customed from that, he added the .1Green.
I like the one of a kind, but I think David's wanting a custom one also. I told him that ordering OTM was not cheap. Even he has to pay the price, just like I did. Damn, I shouldn't have said that. Now, he'll add his difference on to my bill and I'll be paying for it. One of these day's I'll learn to wait till you pay before making a comment like that. I must say though, the OTM V3 is going to make some serious power soon. Not cheap (for you V2 guys, just add about 500+), but I think for dialing in a specific combo, it can't be beaten. Unquestionably it is not for a street car, unless it runs 9.40's at 156 mph.
Intake Manifolds: v0 street and autocross, v1 all around power low, mid, and high, v2 std HTA 35 R based 500+ whp, v2.1 Green 6500-8500 rpm drag race only, v2.2 7500-9500 rpm drag race only, v3 billet/fabricated drag race only. Indy
Last edited by Indy Evo; Jul 6, 2008 at 08:07 AM.
Jeff, those pictures were freaking hilarious!
The car is a beast, the turbo/intake manifold are very impressive.
The car made 479 ft lbs and 433 whp. The turbo is out of its efficiency range at that point but it keeps making power as you increase the boost. For someone looking to really run the hell out of the turbo and go for records, such as 9sec9, it was worth the extra boost as the power went up enough to justify it. The sweet spot for the turbo seems to be in the 30-33 psi range.
The way the car breaths up top is what is still blowing my mind. I can only credit it to the intake manifold as I am familar with every other part on the car and have used/dyno'd it all many times in the past.
Something else. The radiator. I have heard more crap over the years about how great this radiator is or that one and really can't tell much of a difference from one to other. The radiator that Indy built for this car is rediculously awesome. I have to be honest, it is the only radiator I have ever seen that work so good that a fool can tell a difference. You could run this for 24 hours with your foot to the floor and not get the car overheated. Tom and I left in the car to drive to his hotel. It's about 12 miles. I was tuning the car in the passenger seat just trying to dial in all the low end/mid range stuff. The AFR's kept moving around and I couldn't get them to go really stable. Then I noticed it was from the coolant temps moving around 80 degrees in around 2 seconds of time. It was the way I had the water pump set up to cycle. The engine temps would make it to 180, the pump would come on and then the instant they did the coolant temps would drop to 90'ish degrees. I had to change the way I had the water pump cycled. Running the pump constantly, like a stock pump runs, would keep the coolant temps at just over 100 degrees. Crazy cooling ability.
On the dyno with our two fans running, one hits the FMIC and the other gave a good flow of air to the air box. The coolant temps would stay stable at 140 degrees, during a pull they would only vary less than 4 degrees.
I am going to talk to Indy this week about building something custom for us for the lightweight radiator kits, I have to have one of these radiators.
Very nice work Indy, Wilson, FP. Thanks for coming up and hanging out Tom, I've had a very good week working with you and hanging out in the evenings.
Looking forward to making some big power on Monday and getting this car to the track before it leaves back to Oklahoma.
The car is a beast, the turbo/intake manifold are very impressive.
The car made 479 ft lbs and 433 whp. The turbo is out of its efficiency range at that point but it keeps making power as you increase the boost. For someone looking to really run the hell out of the turbo and go for records, such as 9sec9, it was worth the extra boost as the power went up enough to justify it. The sweet spot for the turbo seems to be in the 30-33 psi range.
The way the car breaths up top is what is still blowing my mind. I can only credit it to the intake manifold as I am familar with every other part on the car and have used/dyno'd it all many times in the past.
Something else. The radiator. I have heard more crap over the years about how great this radiator is or that one and really can't tell much of a difference from one to other. The radiator that Indy built for this car is rediculously awesome. I have to be honest, it is the only radiator I have ever seen that work so good that a fool can tell a difference. You could run this for 24 hours with your foot to the floor and not get the car overheated. Tom and I left in the car to drive to his hotel. It's about 12 miles. I was tuning the car in the passenger seat just trying to dial in all the low end/mid range stuff. The AFR's kept moving around and I couldn't get them to go really stable. Then I noticed it was from the coolant temps moving around 80 degrees in around 2 seconds of time. It was the way I had the water pump set up to cycle. The engine temps would make it to 180, the pump would come on and then the instant they did the coolant temps would drop to 90'ish degrees. I had to change the way I had the water pump cycled. Running the pump constantly, like a stock pump runs, would keep the coolant temps at just over 100 degrees. Crazy cooling ability.
On the dyno with our two fans running, one hits the FMIC and the other gave a good flow of air to the air box. The coolant temps would stay stable at 140 degrees, during a pull they would only vary less than 4 degrees.
I am going to talk to Indy this week about building something custom for us for the lightweight radiator kits, I have to have one of these radiators.
Very nice work Indy, Wilson, FP. Thanks for coming up and hanging out Tom, I've had a very good week working with you and hanging out in the evenings.
Looking forward to making some big power on Monday and getting this car to the track before it leaves back to Oklahoma.
Reading this thread reconfirms my decision to use Buschur parts in my vehicle. Unprecedented disclosure of facts that no other shops ever do....Cant wait to see all the BR cars at the shootout!
Hostile, I run 17 hour days, 7 days a week. I sleep for 5, nap for 2, and go untill the projects are done. 9sec9 has a big list, and now with David adding to it things will be pretty crazy for some time. But hey like I told David and Tom, I'll keep doing this untill it's not fun anymore. The manifold project is up and running, and these little projects (radiator and air box) fill in the gaps. My cylinder head, camshaft, and valve train program have been on the back burner for some time now, but now with 9sec9's phase 1 complete for the new build done, I can get back to it along with the Evo X stuff. It's looking to be a very busy summer. Indy
Last edited by Indy Evo; Jul 6, 2008 at 12:41 PM.
JC evo1, Unlike other manufactures that build a one size fits all intake manifold, we zero in on and develop the areas that will most benefit each application. In my opinion, I do not see how this can be done properly with one intake, it goes against everything I know. Our goal is to produce the best Evo intake manifold at every level. Thanks, Indy
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JC evo1, Unlike other manufactures that build a one size fits all intake manifold, we zero in on and develop the areas that will most benefit each application. In my opinion, I do not see how this can be done properly with one intake, it goes against everything I know. Our goal is to produce the best Evo intake manifold at every level. Thanks, Indy
