C/D EVO lives!
C/D EVO lives!
The Car and Driver EVO made its way back on track last weekend for an SCCA National Race.
Our first outing with the car at the 25 Hours of Thunderhill, last December, was less than stellar as a series of power-steering pump failures snet us into the puts every hour or so. We didn't finish the race.
Over the winter, we rebuilt the car to SCCA T2 specs. THe list of allowed modifications is very short. You can change shocks, brake pads, and tires, but that's about it. You have to add a roll cage, but you must keep the interior. Also, we're required to run the stock downpipe, cat, and turbo.
The car was thoroughly toasted after the 25-hour race. We rebuilt everything: the engine, transfer case, transmission, wheel bearings, and the entire accessory drive system.
It was a lot of work. More than we expected and we missed the first three races of the season. Last weekend, at Blackhawk Raceway outside of Chicago was the first race.
I'd never been to Blackhawk. It's a tight track, with lots of heavy braking. THe format for this past weekend went like this. There were two, 20-minute qualifying sessions oh Saturday, and the fastest time of either two sessions determined your starting position for Sunday's 25-lap race.
After the first session I was third. Not bad considering I only had five clean laps and I'd never seen the track before. First woulda been better, but hey, the car was running fine. That time, however, got disallowed because sometime during the session I had passed someone under yellow--a major league no no. No biggie, there's still one more session, right?
I started session two with hopes of vastly improving my time.
Now we all know that something's gotta happen to sabotage session two and magnify the depths of my mistake in session one. It's Murphy's law, no?
Well, it only took one lap for that to happen when an intercooler hose blew off. Sheesh.
That put me in fourth in class and well back in the field that included AS cars (modified, fast Mustangs and Camaros) and SSC (showroom stock Miatas, and proteges).
At the start of the race, I was still pissed off about the turbo hose, so I was on a mission for the first handful of laps. I made it up to third fairly quickly, but the Neon SRT-4 that had that position was a ways ahead.
It took me maybe five laps to catch him, but what was interesting was where the EVO's advantage was. The Neon had much better acceleration (it weighs about 500 pounds less with about 280 hp. It was a Dodge Motorsports built car), but jeez, the guy was getting on the brakes long before I was even thinking about slowing down. In other words, the EVO's brakes are far better and one lap later I passed him under braking and took second.
We ran into some traffic and I slowly inched away. I never saw the first place guy. He was in an M3 and to give you an idea of the resources there, he also was running a Porsche GT3 in T1. THe guy could drive and had fantastic equipment. Unless he broke I had little hop of catching him in my first race in a new car at a new track. (Hey, I gotta have an excuse!)
So I was happy with second I went into cruise mode for the last five laps. When I passed the "one to go" sign, I was just about estatic, a feeling that didn't last long because on the very next straight, the same turbo hose popped off. I limped around, but the Neon repased me in no time. I managed to hang onto third.
That's racing. A sport of fantastic highs and unbelievable lows. In the span of five minutes I was joyous, enraged, and despontant. Where else are you gonna get that?
As for the hose, I don't know why it happened. I used constant-tension clamps and believe me I tightened all of them twice before the race. If anyone has anyone ideas let me know.
Unless I find a hidden mechanical bomb when I prep the car for the next race, I hope to be at Mid Ohio on June 4. Maybe while I'm at it, I'll find a way to rid the EVO of terminal understeer. It's too bad the SCCA doesn't let us change springs becasue the car was a lot more fun to drive when it had the Ohlins suspension on it. THe complaince compromises made for at least a partially livable street setup make for a wallowy race car, especially when you use high-grip racing tires. A good illustration of how important a good suspension can be is comparing lap times between my ITA CRX, which has dramtically sitffer than stock springs and shocks, but basically a bone stock motor, and the T2 EVO. THe two run bascially identical lap times, despite the EVO's huge acceleration advantage.
So I'll keep you posted.
BTW, here's a list of the folks I relied on to get the car to the track.
Vishnu Tuninng-- engine.
Team Rip engineering--transmission and differentials
Showcase Mitsubishi, Bay City, MI--The only place I found within 100 miles that can competentaly work on the MR
Hawk Performance--brake pads.
Our first outing with the car at the 25 Hours of Thunderhill, last December, was less than stellar as a series of power-steering pump failures snet us into the puts every hour or so. We didn't finish the race.
Over the winter, we rebuilt the car to SCCA T2 specs. THe list of allowed modifications is very short. You can change shocks, brake pads, and tires, but that's about it. You have to add a roll cage, but you must keep the interior. Also, we're required to run the stock downpipe, cat, and turbo.
The car was thoroughly toasted after the 25-hour race. We rebuilt everything: the engine, transfer case, transmission, wheel bearings, and the entire accessory drive system.
It was a lot of work. More than we expected and we missed the first three races of the season. Last weekend, at Blackhawk Raceway outside of Chicago was the first race.
I'd never been to Blackhawk. It's a tight track, with lots of heavy braking. THe format for this past weekend went like this. There were two, 20-minute qualifying sessions oh Saturday, and the fastest time of either two sessions determined your starting position for Sunday's 25-lap race.
After the first session I was third. Not bad considering I only had five clean laps and I'd never seen the track before. First woulda been better, but hey, the car was running fine. That time, however, got disallowed because sometime during the session I had passed someone under yellow--a major league no no. No biggie, there's still one more session, right?
I started session two with hopes of vastly improving my time.
Now we all know that something's gotta happen to sabotage session two and magnify the depths of my mistake in session one. It's Murphy's law, no?
Well, it only took one lap for that to happen when an intercooler hose blew off. Sheesh.
That put me in fourth in class and well back in the field that included AS cars (modified, fast Mustangs and Camaros) and SSC (showroom stock Miatas, and proteges).
At the start of the race, I was still pissed off about the turbo hose, so I was on a mission for the first handful of laps. I made it up to third fairly quickly, but the Neon SRT-4 that had that position was a ways ahead.
It took me maybe five laps to catch him, but what was interesting was where the EVO's advantage was. The Neon had much better acceleration (it weighs about 500 pounds less with about 280 hp. It was a Dodge Motorsports built car), but jeez, the guy was getting on the brakes long before I was even thinking about slowing down. In other words, the EVO's brakes are far better and one lap later I passed him under braking and took second.
We ran into some traffic and I slowly inched away. I never saw the first place guy. He was in an M3 and to give you an idea of the resources there, he also was running a Porsche GT3 in T1. THe guy could drive and had fantastic equipment. Unless he broke I had little hop of catching him in my first race in a new car at a new track. (Hey, I gotta have an excuse!)
So I was happy with second I went into cruise mode for the last five laps. When I passed the "one to go" sign, I was just about estatic, a feeling that didn't last long because on the very next straight, the same turbo hose popped off. I limped around, but the Neon repased me in no time. I managed to hang onto third.
That's racing. A sport of fantastic highs and unbelievable lows. In the span of five minutes I was joyous, enraged, and despontant. Where else are you gonna get that?
As for the hose, I don't know why it happened. I used constant-tension clamps and believe me I tightened all of them twice before the race. If anyone has anyone ideas let me know.
Unless I find a hidden mechanical bomb when I prep the car for the next race, I hope to be at Mid Ohio on June 4. Maybe while I'm at it, I'll find a way to rid the EVO of terminal understeer. It's too bad the SCCA doesn't let us change springs becasue the car was a lot more fun to drive when it had the Ohlins suspension on it. THe complaince compromises made for at least a partially livable street setup make for a wallowy race car, especially when you use high-grip racing tires. A good illustration of how important a good suspension can be is comparing lap times between my ITA CRX, which has dramtically sitffer than stock springs and shocks, but basically a bone stock motor, and the T2 EVO. THe two run bascially identical lap times, despite the EVO's huge acceleration advantage.
So I'll keep you posted.
BTW, here's a list of the folks I relied on to get the car to the track.
Vishnu Tuninng-- engine.
Team Rip engineering--transmission and differentials
Showcase Mitsubishi, Bay City, MI--The only place I found within 100 miles that can competentaly work on the MR
Hawk Performance--brake pads.
Last edited by larryw; May 24, 2005 at 03:43 AM.
Evolving Member
Joined: Apr 2004
Posts: 303
Likes: 0
From: Western North Carolina
Originally Posted by larryw
The Car and Driver EVO made its way back on track last weekend for an SCCA National Race.
Our first outing with the car at the 25 Hours of Thunderhill, last December, was less than stellar as a series of power-steering pump failures snet us into the puts every hour or so. We didn't finish the race.
Over the winter, we rebuilt the car to SCCA T2 specs. THe list of allowed modifications is very short. You can change shocks, brake pads, and tires, but that's about it. You have to add a roll cage, but you must keep the interior. Also, we're required to run the stock downpipe, cat, and turbo.
The car was thoroughly toasted after the 25-hour race. We rebuilt everything: the engine, transfer case, transmission, wheel bearings, and the entire accessory drive system.
It was a lot of work. More than we expected and we missed the first three races of the season. Last weekend, at Blackhawk Raceway outside of Chicago was the first race.
I'd never been to Blackhawk. It's a tight track, with lots of heavy braking. THe format for this past weekend went like this. There were two, 20-minute qualifying sessions oh Saturday, and the fastest time of either two sessions determined your starting position for Sunday's 25-lap race.
After the first session I was third. Not bad considering I only had five clean laps and I'd never seen the track before. First woulda been better, but hey, the car was running fine. That time, however, got disallowed because sometime during the session I had passed someone under yellow--a major league no no. No biggie, there's still one more session, right?
I started session two with hopes of vastly improving my time.
Now we all know that something's gotta happen to sabotage session two and magnify the depths of my mistake in session one. It's Murphy's law, no?
Well, it only took one lap for that to happen when an intercooler hose blew off. Sheesh.
That put me in fourth in class and well back in the field that included AS cars (modified, fast Mustangs and Camaros) and SSC (showroom stock Miatas, and proteges).
At the start of the race, I was still pissed off about the turbo hose, so I was on a mission for the first handful of laps. I made it up to third fairly quickly, but the Neon SRT-4 that had that position was a ways ahead.
It took me maybe five laps to catch him, but what was interesting was where the EVO's advantage was. The Neon had much better acceleration (it weighs about 500 pounds less with about 280 hp. It was a Dodge Motorsports built car), but jeez, the guy was getting on the brakes long before I was even thinking about slowing down. In other words, the EVO's brakes are far better and one lap later I passed him under braking and took second.
We ran into some traffic and I slowly inched away. I never saw the first place guy. He was in an M3 and to give you an idea of the resources there, he also was running a Porsche GT3 in T1. THe guy could drive and had fantastic equipment. Unless he broke I had little hop of catching him in my first race in a new car at a new track. (Hey, I gotta have an excuse!)
So I was happy with second I went into cruise mode for the last five laps. When I passed the "one to go" sign, I was just about estatic, a feeling that didn't last long because on the very next straight, the same turbo hose popped off. I limped around, but the Neon repased me in no time. I managed to hang onto third.
That's racing. A sport of fantastic highs and unbelievable lows. In the span of five minutes I was joyous, enraged, and despontant. Where else are you gonna get that?
As for the hose, I don't know why it happened. I used constant-tension clamps and believe me I tightened all of them twice before the race. If anyone has anyone ideas let me know.
Unless I find a hidden mechanical bomb when I prep the car for the next race, I hope to be at Mid Ohio on June 4. Maybe while I'm at it, I'll find a way to rid the EVO of terminal understeer. It's too bad the SCCA doesn't let us change springs becasue the car was a lot more fun to drive when it had the Ohlins suspension on it. THe complaince compromises made for at least a partially livable street setup make for a wallowy race car, especially when you use high-grip racing tires. A good illustration of how important a good suspension can be is comparing lap times between my ITA CRX, which has dramtically sitffer than stock springs and shocks, but basically a bone stock motor, and the T2 EVO. THe two run bascially identical lap times, despite the EVO's huge acceleration advantage.
So I'll keep you posted.
BTW, here's a list of the folks I relied on to get the car to the track.
Vishnu Tuninng-- engine.
Team Rip engineering--transmission and differentials
Hawk Performance--brake pads.
Our first outing with the car at the 25 Hours of Thunderhill, last December, was less than stellar as a series of power-steering pump failures snet us into the puts every hour or so. We didn't finish the race.
Over the winter, we rebuilt the car to SCCA T2 specs. THe list of allowed modifications is very short. You can change shocks, brake pads, and tires, but that's about it. You have to add a roll cage, but you must keep the interior. Also, we're required to run the stock downpipe, cat, and turbo.
The car was thoroughly toasted after the 25-hour race. We rebuilt everything: the engine, transfer case, transmission, wheel bearings, and the entire accessory drive system.
It was a lot of work. More than we expected and we missed the first three races of the season. Last weekend, at Blackhawk Raceway outside of Chicago was the first race.
I'd never been to Blackhawk. It's a tight track, with lots of heavy braking. THe format for this past weekend went like this. There were two, 20-minute qualifying sessions oh Saturday, and the fastest time of either two sessions determined your starting position for Sunday's 25-lap race.
After the first session I was third. Not bad considering I only had five clean laps and I'd never seen the track before. First woulda been better, but hey, the car was running fine. That time, however, got disallowed because sometime during the session I had passed someone under yellow--a major league no no. No biggie, there's still one more session, right?
I started session two with hopes of vastly improving my time.
Now we all know that something's gotta happen to sabotage session two and magnify the depths of my mistake in session one. It's Murphy's law, no?
Well, it only took one lap for that to happen when an intercooler hose blew off. Sheesh.
That put me in fourth in class and well back in the field that included AS cars (modified, fast Mustangs and Camaros) and SSC (showroom stock Miatas, and proteges).
At the start of the race, I was still pissed off about the turbo hose, so I was on a mission for the first handful of laps. I made it up to third fairly quickly, but the Neon SRT-4 that had that position was a ways ahead.
It took me maybe five laps to catch him, but what was interesting was where the EVO's advantage was. The Neon had much better acceleration (it weighs about 500 pounds less with about 280 hp. It was a Dodge Motorsports built car), but jeez, the guy was getting on the brakes long before I was even thinking about slowing down. In other words, the EVO's brakes are far better and one lap later I passed him under braking and took second.
We ran into some traffic and I slowly inched away. I never saw the first place guy. He was in an M3 and to give you an idea of the resources there, he also was running a Porsche GT3 in T1. THe guy could drive and had fantastic equipment. Unless he broke I had little hop of catching him in my first race in a new car at a new track. (Hey, I gotta have an excuse!)
So I was happy with second I went into cruise mode for the last five laps. When I passed the "one to go" sign, I was just about estatic, a feeling that didn't last long because on the very next straight, the same turbo hose popped off. I limped around, but the Neon repased me in no time. I managed to hang onto third.
That's racing. A sport of fantastic highs and unbelievable lows. In the span of five minutes I was joyous, enraged, and despontant. Where else are you gonna get that?
As for the hose, I don't know why it happened. I used constant-tension clamps and believe me I tightened all of them twice before the race. If anyone has anyone ideas let me know.
Unless I find a hidden mechanical bomb when I prep the car for the next race, I hope to be at Mid Ohio on June 4. Maybe while I'm at it, I'll find a way to rid the EVO of terminal understeer. It's too bad the SCCA doesn't let us change springs becasue the car was a lot more fun to drive when it had the Ohlins suspension on it. THe complaince compromises made for at least a partially livable street setup make for a wallowy race car, especially when you use high-grip racing tires. A good illustration of how important a good suspension can be is comparing lap times between my ITA CRX, which has dramtically sitffer than stock springs and shocks, but basically a bone stock motor, and the T2 EVO. THe two run bascially identical lap times, despite the EVO's huge acceleration advantage.
So I'll keep you posted.
BTW, here's a list of the folks I relied on to get the car to the track.
Vishnu Tuninng-- engine.
Team Rip engineering--transmission and differentials
Hawk Performance--brake pads.
First, nice write-up. Great to hear that you did so well with so little track time.
About the intercooler hoses- how about friction tape? I too have blown off hoses, and if one of mine blows again I'm going to wrap the pipe with friction tape, then torque that sucker back down. It should work, is easy to do, and is cheap!
Larry,
Sounds like great fun! As far as the hose goes, I assume the intercooler, etc... is all stock. I've never had a stock hose blow off, so I'm thinking there is something else happening there. Which hose is it? I would suggest replacing the hose, as sometimes things just don't fit right.
I take it you've maximised the alignment to help with the understeer? Are you allowed the front differential?
Keep the reports coming.
Bill
Sounds like great fun! As far as the hose goes, I assume the intercooler, etc... is all stock. I've never had a stock hose blow off, so I'm thinking there is something else happening there. Which hose is it? I would suggest replacing the hose, as sometimes things just don't fit right.
I take it you've maximised the alignment to help with the understeer? Are you allowed the front differential?
Keep the reports coming.
Bill
Originally Posted by bracer
Larry,
Sounds like great fun! As far as the hose goes, I assume the intercooler, etc... is all stock. I've never had a stock hose blow off, so I'm thinking there is something else happening there. Which hose is it? I would suggest replacing the hose, as sometimes things just don't fit right.
I take it you've maximised the alignment to help with the understeer? Are you allowed the front differential?
Keep the reports coming.
Bill
Sounds like great fun! As far as the hose goes, I assume the intercooler, etc... is all stock. I've never had a stock hose blow off, so I'm thinking there is something else happening there. Which hose is it? I would suggest replacing the hose, as sometimes things just don't fit right.
I take it you've maximised the alignment to help with the understeer? Are you allowed the front differential?
Keep the reports coming.
Bill
BTW, which Hawk pads are you running? I ran HPS yesterday and they were ok, but not great IMO...
l8r)
I've never had the stock hoses with stock intercooler blow off either, but not saying it isn't possible. I think that car is just cursed.
Are you running Hawk Blues? I just switched over to the Blues this past weekend and really enjoyed them, especially the price. They heat up fast and take the beating real well with very little decline in stopping power as they approach the limit of heat. The sparks they shoot out at night time is very photogenic.
Congrats on your podium finish. And good luck with running the Evo.
Are you running Hawk Blues? I just switched over to the Blues this past weekend and really enjoyed them, especially the price. They heat up fast and take the beating real well with very little decline in stopping power as they approach the limit of heat. The sparks they shoot out at night time is very photogenic.
Congrats on your podium finish. And good luck with running the Evo.
Trending Topics
Not to hijack the thread,
Blues are great for short runs but will overheat on 30min + races. HT10's or HT14's are Hawks top two pads. Not good for the street at all, but if you like the Blue's you'll love these.
Blues are great for short runs but will overheat on 30min + races. HT10's or HT14's are Hawks top two pads. Not good for the street at all, but if you like the Blue's you'll love these.
I've got Samco hoses and like I said constant tension clamps. THe intercooler and all the piping are stock. Perhaps, though, some oil spilled onto the hose at some point and contaminated it. Thanks for the ideas.
I can't remember which Hawk pads I ran, but I'll find out. They were good for all 25 laps, which is an achievement b/c that track is brutally tough on brakes.
L
I can't remember which Hawk pads I ran, but I'll find out. They were good for all 25 laps, which is an achievement b/c that track is brutally tough on brakes.
L
Originally Posted by bracer
Not to hijack the thread,
Blues are great for short runs but will overheat on 30min + races. HT10's or HT14's are Hawks top two pads. Not good for the street at all, but if you like the Blue's you'll love these.
Blues are great for short runs but will overheat on 30min + races. HT10's or HT14's are Hawks top two pads. Not good for the street at all, but if you like the Blue's you'll love these.
Backyard mechanic fix for hoses that won't stay on is hairspray. cheap aerosol hairspray. spray the pipe with some hairspray, slide the hose on and clamp it down. Just don't ***** when it comes time to remove it.....
good tip!!!!
I had mine come off in traffic and at Summit Point..... ****ty timing....i thoroughly cleaned mine and still check it every so often and it has stayed on for almost 2 years now.
Nice story Larry... Mid-O will have a much better turnout I think. WTZ on this board runs a t2 Evo and had a similar story to yours at Summit.... got the pole, ran great, then broke just a few laps from the finish.....
****ing cursed Evo's!!!!!!!
I had mine come off in traffic and at Summit Point..... ****ty timing....i thoroughly cleaned mine and still check it every so often and it has stayed on for almost 2 years now.
Originally Posted by smackdaddy
Backyard mechanic fix for hoses that won't stay on is hairspray. cheap aerosol hairspray. spray the pipe with some hairspray, slide the hose on and clamp it down. Just don't ***** when it comes time to remove it.....
Nice story Larry... Mid-O will have a much better turnout I think. WTZ on this board runs a t2 Evo and had a similar story to yours at Summit.... got the pole, ran great, then broke just a few laps from the finish.....
****ing cursed Evo's!!!!!!!
One thing I forgot to mention: Remember how that turbo hose blew off in the qualifying session? Well, that turned out to be a major blessing b/c the upper rear ball joint was loose and I hadn't noticed. When I went out for the session, I felt some vibration, but figured that the cause was maybe some accumulated rubber on the tires. So I ignored the vibration.
If the hose hadn't popped off, then at some point, the ball joint would've failed and then who knows what would have happened.
So far, though, I haven't found anything good about having the hose blow off in the race
If the hose hadn't popped off, then at some point, the ball joint would've failed and then who knows what would have happened.
So far, though, I haven't found anything good about having the hose blow off in the race
Surprise! There is a mechanical bomb.....
Last Friday, Shiv came out to tune the car on a local 4wd drive dyno. There was another EVO that Shiv tuned first and we put the C/D car on the rolls at about 1 PM.
Baseline runs reveled a lazy turbo. THe car made only about 1.3 bar of boost and it made full boost 2000 rpm later than the other car. At first, it seemed like the vacuum signal hoses were crossed, but Shiv re routed them and the problem remained. I don't remember what the peak HP numbers were, but it was about 40 hp lower than what the other car baselined at.
For the next four hours, we checked for air leaks, waste-gate actuation, clogged catalytic converter, everything. At one point, we removed the waste gate signal and the car didn't fly up to the boost limit. Something's wrong, but we never fixed it. At five the dyno shop closed and Shiv had to catch a plane home.
THe theory is that the turbo's bad. It spins freely, though and there's no shaft play. But who knows.
At this point, I don't know what the problem is. We're thinking of putting the other car's turbo on it to see what happens, but the problem is the C/D EVO is not street legal at this point, so the only way to verify that it's fixed would be to go back to the dyno, an hour trip from here.
If I need a new turbo, that's a problem because I've blown too much money as it is. So let's say I spend the moeny to put on a new turbo, then I still have to haul the car to the dyno, spend $$ there, and hopefully it'll fix the problem. This car's been a pain in the ***. Everytime I think I have it right, I get another kick in the teeth and find another problem. If I miss the Mid Ohio race this weekend, it's going to be really tough to get in enough SCCA races to qualify for the championship race in September.
On the other hand, consider this: I ran an easy second with at least 50 fewer ponies than I should have. So if I ever get the car working right, it could be a killer. Admittedly, that's a very big IF.
For the past four years, I've raced a Honda CRX. It doesn't have the EVO's motor, but the modified suspension makes for much faster cornering speeds. More importantly, it's a a simple little car and I still have it. Maybe it's time to haul it back out....
I'll write when I know more.
Last Friday, Shiv came out to tune the car on a local 4wd drive dyno. There was another EVO that Shiv tuned first and we put the C/D car on the rolls at about 1 PM.
Baseline runs reveled a lazy turbo. THe car made only about 1.3 bar of boost and it made full boost 2000 rpm later than the other car. At first, it seemed like the vacuum signal hoses were crossed, but Shiv re routed them and the problem remained. I don't remember what the peak HP numbers were, but it was about 40 hp lower than what the other car baselined at.
For the next four hours, we checked for air leaks, waste-gate actuation, clogged catalytic converter, everything. At one point, we removed the waste gate signal and the car didn't fly up to the boost limit. Something's wrong, but we never fixed it. At five the dyno shop closed and Shiv had to catch a plane home.
THe theory is that the turbo's bad. It spins freely, though and there's no shaft play. But who knows.
At this point, I don't know what the problem is. We're thinking of putting the other car's turbo on it to see what happens, but the problem is the C/D EVO is not street legal at this point, so the only way to verify that it's fixed would be to go back to the dyno, an hour trip from here.
If I need a new turbo, that's a problem because I've blown too much money as it is. So let's say I spend the moeny to put on a new turbo, then I still have to haul the car to the dyno, spend $$ there, and hopefully it'll fix the problem. This car's been a pain in the ***. Everytime I think I have it right, I get another kick in the teeth and find another problem. If I miss the Mid Ohio race this weekend, it's going to be really tough to get in enough SCCA races to qualify for the championship race in September.
On the other hand, consider this: I ran an easy second with at least 50 fewer ponies than I should have. So if I ever get the car working right, it could be a killer. Admittedly, that's a very big IF.
For the past four years, I've raced a Honda CRX. It doesn't have the EVO's motor, but the modified suspension makes for much faster cornering speeds. More importantly, it's a a simple little car and I still have it. Maybe it's time to haul it back out....
I'll write when I know more.
I do not know the full setup of your car and what modifications you have, so I am going to make a lot of assumptions. Please correct me if I am wrong.
Was the other car a Red '05 RS with a full Buschur 3" turbo back (no cat)? If so it should be making full boost at about 2800-2900 rpms. Are you saying your car does not hit full boost until around 4800 rpms? His car with that exhaust should be making around 21-22 psi spike, then tapering off a bit. Your car with stock cat and only a catback will probably only hit 19.5-20 psi, and then taper a bit. I don't know BARs, but I believe that 19psi should be around 1.3 bar.
An '04 with a stock cat and a cat-back SHOULD make about 30-40hp less than an '05 with a full 3" turbo-back exhaust with test pipe, especially after being reflashed or tuned with a SAFC or piggy back. But comparing two '05s there should only be ~10-20hp difference.
A few suggestions you might look in to -
Did you pressurize the entire intake tract to check for boost leaks?
Did you do a compression check or a leakdown test to be sure the rings and valves are sealing ok? If you are losing cylinder pressure it certainly can affect the spool of the turbo.
What blow-off-valve are you running? The stock one? If it were leaking badly it would greatly affect your boost. Try replacing it (only ~$100, if it doesn't fix your problem you can sell it on EBAY), or if your class allows modify it to hold more boost.
Good luck with your endeavors. I saw you car when it was at Showcase and it looked very nice. I hope to get to see it perform in person some day.
EVOlutionary
p.s. "Showcase Mitsubishi, Bay City, MI--The only place I found within 100 miles that can competentaly work on the MR"
ABSOLUTELY TRUE!!
Was the other car a Red '05 RS with a full Buschur 3" turbo back (no cat)? If so it should be making full boost at about 2800-2900 rpms. Are you saying your car does not hit full boost until around 4800 rpms? His car with that exhaust should be making around 21-22 psi spike, then tapering off a bit. Your car with stock cat and only a catback will probably only hit 19.5-20 psi, and then taper a bit. I don't know BARs, but I believe that 19psi should be around 1.3 bar.
An '04 with a stock cat and a cat-back SHOULD make about 30-40hp less than an '05 with a full 3" turbo-back exhaust with test pipe, especially after being reflashed or tuned with a SAFC or piggy back. But comparing two '05s there should only be ~10-20hp difference.
A few suggestions you might look in to -
Did you pressurize the entire intake tract to check for boost leaks?
Did you do a compression check or a leakdown test to be sure the rings and valves are sealing ok? If you are losing cylinder pressure it certainly can affect the spool of the turbo.
What blow-off-valve are you running? The stock one? If it were leaking badly it would greatly affect your boost. Try replacing it (only ~$100, if it doesn't fix your problem you can sell it on EBAY), or if your class allows modify it to hold more boost.
Good luck with your endeavors. I saw you car when it was at Showcase and it looked very nice. I hope to get to see it perform in person some day.
EVOlutionary
p.s. "Showcase Mitsubishi, Bay City, MI--The only place I found within 100 miles that can competentaly work on the MR"
ABSOLUTELY TRUE!!