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Never had an issue with it. Including stuff coming loose. If something threads into aluminum, it gets blue (like the clutch fork pivot shaft bolt).
Habits from racing offroad, they die hard when its engrained into you that if it doesn't have Loctite it's gonna fall off, and if you don't use anti-sieze where you don't put loctite you're not gonna get it off...lol
We are pretty religious about loctite on our parts. On top of that everything on our car is witness marked and inspected pretty much every day we run. Compared to most I would say our service regiment is far above average.
Here are some progress pics on the oil pan and the new exhaust coming together!
Thanks for following along, goal is to have it track worthy within 3 weeks.......
She is FINALLY ready for the track guys. I am not gonna write out a long explanation here. I am going to dump some pics, and if you guys have any questions. I will answer them!
She is progressing faster than we originally anticipated. We are getting down to where we will be primarily tuning and tweaking from here on out. Not a whole lot left to buy (I hope). Except maybe doors next year, and SLA, if we get taken to school.....
Not sure if this thread is worth continually updating as it seems pretty dead over here.....
Car made its first appearance at the track in 2019 this weekend. Evo's made a good showing in he PNW.
Key changes to the car being:
SSB Design Rear uprights
Lightweight smaller rear brake package
New turbo kit, exhaust.
New center sump oil pan.
The car performed VERY well on saturday with out of the box settings. The rear uprights really seem to add a lot of stability in the rear, especially on power, while still allowing insane transitional speeds and entry rotation. Lowering the car more also helped with both of these things as well I would guess. We are now able to touch the xmember skids on the ground on large bumps without running out of suspension travel. For our local site this seems to be the perfect ride height.
The G25-660's transient response is almost too much, even turned all the way down. We may need a softer base WG spring. We ran the car on 400whp (20psi) for the this weekend, and it was plenty of power to get the job done.
Oil pan also showed lots of improvement in oil pressure.
All in all, we were top time of day in the dry as well as top index. On Sunday we were in drying conditions and we got decent times out of the car on slicks. We just wanted to get runs on the car at this point.
29 runs this weekend with no failures is a solid start to our season compared to last year.
PLS ignore my terrible showing there... Tires were turrible! And I made up for it day 2 when it was drying conditions.
Talking with Zack and then some others at the event, the one thing we really didn't expect to gain with the rear uprights is how much more responsive it makes the front of the car. Both Zack and I experienced it, the front moves as soon as you want it to. Seems he's also seeing the same rear change as well where when things do slide or dance its become a complete non-event. There's just no snappiness to it that when you do get a bit too aggressive and swing the back wide its never even a second though to just keep in it and steer through.
Sort of hard to explain in words but the feel is something that's much more rear biased than an Evo naturally is.
The G25-660's transient response is almost too much, even turned all the way down. We may need a softer base WG spring. We ran the car on 400whp (20psi) for the this weekend, and it was plenty of power to get the job done.
Good to hear some G25-660 real-world driving impressions. I wondered if you guys would regret not waiting for the divided version of the G25-660, but apparently not.
How is the spool threshold in 2nd gear with such a light vehicle?
Good to hear some G25-660 real-world driving impressions. I wondered if you guys would regret not waiting for the divided version of the G25-660, but apparently not.
How is the spool threshold in 2nd gear with such a light vehicle?
I have admittedly taken a bit of a different stance on the crazy spool now after having many different setups on the car. This car is much faster with a more progressive spool, so it doesn't just shock the tires loose all at once. That said, this turbo is extremely efficient power per pound, so it begins building more torque at a lower rpm and less boost than our FP green.
When you are at higher rpm on exits the spool is non existent, and from a dig, it seems to be a really good match for how much power we can actually use at a given mph. Just floor it and hang on, no drama.
That said, If I forced the wastegate shut down low, I am sure we could do 20+lbs by 4k rpm. Which is way more than we will ever be able to put down while cornering at 1.3+g's.
I don't have an overlay of the logs of g force vs oil pressure. However the car usually does around 1.3 sustained, and our lowest dip in pressure for weekend was around 50psi, with around a 4 tenths of a second recovery. Much improved over last season where we were seeing dips in the low 20's on right hand turns.
We were focused on driving and setup, so didn't do cameras and extensive logging other than the bare minimum. We spent too much time last year on this stuff and less driving. I pulled the #4 rod cap after last years oil pressure logs from nats, and they were perfect, so this should be nothing but an improvement in that area.
It would have definitely made the power just fine. But I think it would be at or over its RPM limit at our 9k redline trying to sustain restrictor choke.
Also, as I mentioned before the transient response is almost too much to deal with on the 660, I wouldn't want to try and tame the 550 on this car.
And I made up for it day 2 when it was drying conditions. 
