Here's the specs on RMR's Evo 7:


Evolution 7 RS
POWERTRAIN COMPETITION VEHICLE
Engine Type
Turbocharged 2.0-liter, I-4 (4G63)

Valve Train
DOHC, 4 valves per cylinder

Fuel System
ECI Multi-port- programmable fuel injection

Bore X Stroke
85.5 x 86.9 mm

Displacement
1,997 cc

Maximum Output
Est. 375-400hp at 6,000 rpm

Maximum Torque
Est. 365 lbs.-ft at 4200 rpm

Clutch
5.5 in. Multi-plate Clutch and RMR custom flywheel

Turbo System
A single, intercooled, TD05HRA-16G6-9.8T Turbocharger with titanium alloy turbine

Transmission
Manual 5-speed close ratio unit

Drive System
Active Center differential

Differentials – Front
Open

Differentials – Rear
Limited slip differential

Suspension – Front
70 mm ProFlex Jumbo Coilovers by Intrax

Suspension – Rear
70 mm ProFlex Jumbo Coilovers by Intrax

Damper
Proflex

Steering:
RMR Custom Power Assisted Rack & Pinion

 

scca rally and WRC are VERY different

 

WRC have been banned from SCCA Pro Rallying, they may have less HP's but they will out-handle any Open Class rally car, thanx to it's hydro electric active diffs all around (like in the case of the Subaru, Peugeot and Citroen WRCs).

Carlos H.

 

Aaron,
Thanks! I appreciate the light shed on this. Basically, if you were willing to kill a turbo, you could run a standalone unit and switch to an anti-lag map when you really wanted to get low-end torque. Seems to me, you could run a map that incorporated anti-lag to about 4100 RPM and then advance the timing back to a high-hp/lower EGT setting. Does this sound right?
Why aren't people doing this? It seems you could at least do it for the 1/4 mile times, etc.
Also, where does the bypass air come from that gets dumped into the manifold?
My idea is to have a map for extreme performance which draws fuel from a separate baffled bladder (racing fuel...maybe 6 or so gallons) and runs nitrous....then switch back to a more conservative map and regular pump gas for the other 99% of the time (95% ).
Do you think any of this is feasible? You seem to have a good knowledge base on this stuff and I'd be really grateful for your input.

 

It gets too expensive for average Joe. Everytime you use the anti lag...you are killing your turbine. People invest in turbo timers to extend life of turbine before getting it overhauled and balanced. To turn around and invest in antilag set-up would kind defeat that purpose. I would recomend in smaller exhaust 2"~2.25" max.
limit the number of bends...also no cat. A little bit more expensive thing you can do is change the gearing. (I have RS close-ratio) with this tranny I can't get past 180km before 6800~7000rpm in 5th. My car is not the fastest but I can give some bikes a run for their money

But if you are interested, here's some sample of systems we got over here:http://www.integral-ltd.co.jp/trecs2_evo.html
(sorry in Japanese) use Babelfish....PEACE

 

Ok here are some semi-official torque figures:

http://www.rallycodriver.co.uk/prepc...c2.htm#EvoWRC2

Now: 55 kilogram-force meter = 397.8157563 foot pound-force

So you are right it's not 500, more like 400ft/lbs at 3500 rpm.

The Pegeout 307 will put down 580 NM of torque at 3500

580 newton meter = 427.7860454 foot pound-force

Still about twice the torque that we are making on stock engine.

 

Thanks ISHI. I've got a lot to learn about anti-lag...I like the closer gearing but if i were going to go with a whole new tranny, I'd want it tougher and a six-speed to keep the first three gears pretty low and space the sixth really high for a high top-end and good highway driving. Why does the WRC use a single scroll? Is this a better design for the manifold combustion anti-lag? I assume you could use a twin scroll just about as well? But then you'd need combustion in both the manifolds...so to speak. Not really a problem if it relies on delayed timing I wouldn't think. Also, what does a rebuild on a turbo cost? Are we talking about $2000/year (assuming only burning up one turbine/year) or is it more. I might just pop for the 2K a year if it really gives me so much extra low-end torque. Maybe....mmmm....maybe not. Not sure, but it sure would be nice for autox, etc. Just reserve a map for when you really want the all-out torque and run a regular map for the rest of the time.
One last question. How many maps can stand alone units switch between?
thanks guys...this is the most exciting thing I've seen in a while. I've really been looking to find out more about stroker kits and overboring to get more torque low-end. If you pushed to a 2.3 or 2.4L displacement, with most of it in cylinder diameter increase, I'd think you'd get a lot of increased low-end torque and not even have to burn up your turbine (as much )
Why isn't anyone overboring their cylinders in this madhouse?

 

So. Hold on a sec everyone. Is all of the 400ft/lb of torque attributed to the anti-lag system? Can anybody confirm this?
I wish we could have some dyno sheets of the WRC car!!!

Shiv, Al, Eric, Buschur? Any of the experts want to give their opinion? I think we got a good discussion going.

 

500 ft/lb....jesus. you might as well put a NASA decal on it.

 

A lot of it is attributed to the fact that the engine runs on 40+ lbs of boost in the low end. That, combined with the anti-lag system, means that the engine puts out massive amounts of low end torque.

 

From people I have talked to their anti-lag system is basicly a fuel injector in the header which starts to pulse when they come off throttle. Gas hits the red hot header, starts to ignite with the unburnt air coming out of the cylinder and keeps the turbo on boil. Pretty simple but effective.

 

Remember that when we are talking about WRC you are talking about the top of technology for their sport.

The budgets are very high. WRC teams replace turbochargers and rebuild engines after every race. These aren’t your garden variety turbochargers either. You are talking about $8-10,000 turbochargers! To compare any off the shelf turbocharger to the WRC race turbo is pointless.

The engine management systems they are running from Pi, or Magneti Marelli are in the $30,000+ range. Pick up a “Racecar Engineering” magazine and look around to get an idea of how high tech these engine management systems are. The Nov. 2003 issue has a good write up of the focus WRC engine management system. Impressive to say the least.

Like I said the budgets are huge for competitive teams in the WRC. Most all teams have financial backing from manufacturer’s.

True, the WRC cars also employ this method. I played with the idea of using a diesel injector in the collector on a previous car but quickly ditched the idea because of the fore mentioned turbine damage. Honestly I could not afford the possibility of trashing a turbine during every, or every other race.

For drag racers Nitrous is a much more cost effective alternative, and works quite well in small doses (@50shot or <). Nitrous creates good manifold pressure which is great for spool. The side effect is the high backpressure also kills engines in a hurry. The trick is to find the balance point. Nitrous backfires are no joke!

If you seriously want to investigate the possibility of running an anti-lag set up on your car I recommend talking to the "pro" tuners.

Ray Hall & Steven Nichols handle Autronic tech support.
USA Autronic info at http://www.aussieimportsllc.com/
Out of country info at www.autronic.com

or MoTeC tech support can be reached at (704) 799-3800.
www.motec.com

Both systems are more than capable controlling anti-lag. Remember, the tuner sets the parameters. The system is only as good as the guy tuning it.

IMHO unless you are tuning the car your self, use the best tuner you can find and follow their advice.

 

Guys, antilag has NOTHING to do with how much torque you are making. Antilag only works when you DON'T use lots of power (like using brakes through a corner) but want the turbo to be ready to respool quickly. Antilag is simply that, a tool to eliminate lag. It doesn't help with torque. It's a money-no-object tool for the rally teams to gain that extra edge. Their turbos are fairly small (not huge compressor housings) anyways, but they want instant response.
The torque figure comes from an extremely well built motor (some big tuners charge $30k for the built motor) and very well mapped ECU's, proper exhaust setup, etc. They are also using very high octane and quite high compression. The tune is adjusted all the time and they have maps for specific courses and specific conditions. You will also notice they are beating the motor within an inch of it's life and sometimes it dies on them. They don't last long regardless.
The antilag won't be much use on a drag car (just use nitrous). It is useful on an AutoX car or maybe road course, but it does kill turbos, etc.
Just as a note to the fellow on the first page, high duration cams will kill low end torque. It is probably the other way around for those guys. Fairly high lift and low duration.

Mark
www.Quantum-Racing.com

 

ok. So again. Just to clarify. The torque does come from a very well built engine with very tight tolerances pushed at the material limits.

 

Sorry, I was using current WRC ‘box’s as an example. I’m not shore what box the EVO ran when it was a group A car (competing against WRCs!!!) or when it was a WRC, but the best of the pack are running six speeders (I think even the Pug will be next year) so I hope it is.

As for group N, well they HAVE to run the standard number of ratios, so the EVO 8 (with 6 speed box) should kill the scoobys now (EVO 7 matched them with only 5 gears!!).

P.S. I hope they get rid of that stupid clutch to help “turn in”, but screwed up the diff lock under braking!