IMO lightweight flywheels and clutches would have much more of an effect than lightweight cranks. The weight is distributed further away from the point of rotation. There would be a greater change in the moment of inertia.

 

Exactly, but to a lesser extent. I'd rather have it a couple lbs heavier and not cringe at every stop sign.

 

Kind of Off Topic but... What has happened with LeetEvo's car? Any updates?

 

What I love about a lightweight rotating assembly is the sound you get when blipping the throttle in neutral - the revs go up real quick when you blip and come back down real fast after you lift. Anybody in the know will instantly recognize you've got a real race motor when they hear snappy blips like that.

 

i like the lightweight flywheel/clutch with some girth in the crank.. its good to have a strong mass at the centroid vs farther out

he popped the 3rd or 4th butchur motor and he is having roadrace engineering build a new motor iirc?

+1

 

Geoff like a crank with good girth, eh?

 

Dont get too revved up over that

 

Stop signs are no big deal with a light weight clutch. Unless you're on a hill with like 20% grade, in the snow, with a QM twin, and a car 1' behind you. Then you're just glad you have AWD because you know your going to have to launch it to avoid stalling it and the AWD keeps you from sliding backwards into the guy behind you. Ask me how I know.

Back to EFRs though.

Geoff, I hear rumors that these have undergone a re-engineering cycle to address some issues regarding the shaft/bearing failures. Any info or is this rumor false?

 

I've experienced all that except with a carbonetics problade. Montreal is built basically on the side of a large hill. And snowfall might as well be measured in feet. Now add in roads that are not only uphill, but slightly off camber. So as you launch you're basically tacking as well to go straight. All that with other cars inches away because road design was an after-thought and Montrealers don't the the term "leaving space". Thats my daily grind.

But the lightweight clutch/flywheel is not hard to manage with the appropriate changes in the rom and some focus/experience.

 

that carbonetics clutch is soooooooo much easier than the Quarter Master twin 03white is talking about.

to get this back on topic - i am tuning tomorrow, pump gas (and race gas if all goes well), on an AWD dynojet. the mustang dyno was booked and i dont feel like waiting.

 

Don't hate the QM twin. Shifts like butta.

Pump gas is for girls Geoff... put some c16 in that hummer and let's see what it can do.

 

Full-Race twinscroll A/C top mount turbokit:

-EFR8374, internal WG, 0.92 a/r
-2.0L stock crank, stock rod length
-kelford 272, unported cyl head valvejob by headgames
-Kiggly Valve springs + HLA
-Stock fuel rail, stock fpr, stock fuel lines, stock fuel pump wiring
-walbro 400lph intank (stock wiring, no relays)
-id2000cc injectors
-stock ecu on speed density w/ GM IAT sensor and omni 4 bar. tuned by Chris Moore of Moore Tuning
-ams intake manifold, milspec stock TB bored out
-3" exhaust w/ resonator
-rented out a dynojet so you whiners cant complain



we maxxed out BW's internal wg actuator at 30psi tapering to 26psi, this chart shows c16. I will put some miles on the setup and then swap in the dual port actuator. 40-45psi so i can impress forum members.

initial impressions are that this turbo is magic. i couldnt give a rats *** if anyone disagrees or not; ive been building turbokits for a living for 14 years now - today changed my life. never experienced anything like this setup. I buit this purposely to be kept simple and be a good representation of "the average evo enthusiast"... no stroker or hogged out head, just simple. 500ft lbs around 4500rpm on this setup feels outstanding, i need to take some vids. can post 91 octane pump gas chart if anybody cares

engine:

air filter:

 

what fuel?

 

C16

Geoff, post 91 octane numbers!!!

-Jalal

 

that was c16, i ran it earlier on 91 octane. we really didnt push the engine/turbo hard at all on either fuel, it would take a lot more timing and also could be leaned out more. will save that for 2 weeks when i put the stiff spring in the WG! for now its doing very well and just asking for more..