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unfortunately sequential is only due in mid next week and we r back on track next weekend so the kaps 5 speed is going back in to be nursed through the weekend.
We picked up our trophy for our round win from the NZ Grand Prix last round which im pretty stoked about to say the least! unfortunately this weekends round couldnt have been more opposite to the last one. was absolutely shocking.
Friday we spent all morning pulling all the oiling and drysump system apart as the race dash was showing we only had 12psi oil pressure at cold idle. where as it shud be around 60psi. We pulled literally everything apart including the actual drysump pump but couldnt find anything wrong!
It wasnt till we plugged the laptop in that we noticed that the race dash for some reason was showing the wrong pressure! something must have went wrong the last time we updated the dash from the laptop which screwed all the pressures up. so we rolled back to the save before on the dash and boom the pressure came right. so there was nothing wrong all along!
Saturday morning we went out for qualifying and just didnt have much pace. We also lost the throttle position sensor which was frustrating and meant the tuner needed to change all the fuel maps to MAP not TPS. while the tuners were there they made some tweaks to the oil pressure cut safety map.
Turns out the changes to the oil pressure safety were too conservative and when the oil temp came up and the oil thinned out to 39psi it was dipping into oil cut at idle which was set at 41psi! so couldnt even get the car off the dummy grid onto the track. safe to say i was furious.
We sourced another TPS sensor and got it all fitted up on saturday morning and adjusted the oil cut map. Race 2 went really well apart from a severe lack of rear grip and we finished 3rd in class.
Race 3 we went out and started really well after we made some tweaks to the alignment and tyre pressures the car was on fire! at the end of lap one an intercooler clamp literally tore apart and the pressure wave was enough to break the splitter off its mounts and drag on the track. luckily it was holding the intercooler pipe in place so i still had some boost. but then after 3 laps it tore off completely leaving me with no boost as the pipe was then free to come out of the joiner completely.
Ontop of that 3rd and 5th gear in the kaps dogbox gave up.
weve had 5 rounds this year. round 1 we didn do much racing. but rounds 2, 3, 4 and 5 we have suffered gearbox failure at every round! safe to say the KAPS dogbox is going squarly into the trash pile where it seems to belong and our Modena Engineering sequential is inbound and should be on my doorstep within the next couple days! Im really disapointed in the KAPS box performance and the lack of support from KAPS when we went back to them after the last round saying there must be an issue here and they put it back on me saying it was my driving. although the failures are all very unrelated to each other.
Anyway enough about that but safe to say ive well and truely lost faith in that product hence why we went with modena instead of kaps for our sequential. We will rebuild the kaps and sell it off to somebody with less power than ourselves and it should last.
Ill try do a bit of a build thread for the installation of the sequential!
So weve got a new version of our Voltex front bumper to try this coming weekend.
note the lowest canard/endplate on the splitter and the little end drake weve added. Weve noticed this on quite a few high end time attack cars recently. We think the theory behind it is to try smoothen the vortices over the wheel.
Hey All. Bit of an update. We recieved the Modena Engineering Sequential gearbox around 2 weeks ago. have installed it over the past week and had to make up a custom shifter linkage pushrod. We have fabricated up a temporary shifter mount out of stainless but we aim to replace this very soon with a billet aluminium cnc'd piece.
Couple photos of the sequential for a bit of car part **** for u all. Will update with some photos of it all installed shortly once i get the new shifter mount and its all looking pretty! Cant wait to drive it in the next week or 2!
Its a beautiful piece of kit. Brand new bellhousing also
One interesting thing to note was we had to cut a small section of the chassis rail out where the seam is spot welded together in order to install the box. Will have to tig the cut out up. the new housing is slightly longer. and we had to space out the cusco gearbox mount as it was hitting on the casing.
Last edited by bee-raddd; Apr 24, 2018 at 07:30 AM.
Sucks to hear about the kaps gerabox. Was that a dogbox or sequential? How much was the upgrade to the Modena setup (if you dont mind sharing)?
hey Dallas. never mind sharing haha uve already shared far more my way with suspension knowledge.
interestingly enough my "sister" evo whos kaps was imported at the same time as mine also dropped a dog ring at the latest time attack event.
it was 5 speed h pattern. I was told to just go sequential outright but was like naaaa cant afford it. but the price of the kaps + breakages and upkeep has passed what the modena cost me now so live and learn on that one.
the modena was around $22,000 landed in nzd. Incl taxes and customs n freight fees. That included a brand new bellhousing and center diff. The kaps was around 11,000.
it was a direct bolt in apart from the pushrods from selector to shifter and a selector mount.
Mr. Norris insists it has to be in the front right corner, by the oil pump, for short lines.
You run yours behind "passenger seat".
APT in UK, Gary Hayward, who run some of the fastest Evos in EU, APT Ross field at least 4 super successful Evos at once including Barbour's winning car this year.
Gary often puts tank in the trunk, and other times in passenger footwell.
My question is, do you notice any issue with having the tank so far - contrary to Mr. Norris advice?
What line size do you use, -16?
The reason I ask is that I would prefer to run the tank in the trunk, but venting is a bit of an issue also, because the valve cover vent is supposed to be run to the top of the dry sump tank.
It's a road car, so cannot run a nasty oil-vent through the cockpit.
Thanks for all feedback and advice.
dont get confused the auto verdi oil pump in the norris kit is night and day above the pace oil pump, regardless what gary will tell you
We picked up our trophy for our round win from the NZ Grand Prix last round which im pretty stoked about to say the least! unfortunately this weekends round couldnt have been more opposite to the last one. was absolutely shocking.
Friday we spent all morning pulling all the oiling and drysump system apart as the race dash was showing we only had 12psi oil pressure at cold idle. where as it shud be around 60psi. We pulled literally everything apart including the actual drysump pump but couldnt find anything wrong!
It wasnt till we plugged the laptop in that we noticed that the race dash for some reason was showing the wrong pressure! something must have went wrong the last time we updated the dash from the laptop which screwed all the pressures up. so we rolled back to the save before on the dash and boom the pressure came right. so there was nothing wrong all along!
Saturday morning we went out for qualifying and just didnt have much pace. We also lost the throttle position sensor which was frustrating and meant the tuner needed to change all the fuel maps to MAP not TPS. while the tuners were there they made some tweaks to the oil pressure cut safety map.
Turns out the changes to the oil pressure safety were too conservative and when the oil temp came up and the oil thinned out to 39psi it was dipping into oil cut at idle which was set at 41psi! so couldnt even get the car off the dummy grid onto the track. safe to say i was furious.
We sourced another TPS sensor and got it all fitted up on saturday morning and adjusted the oil cut map. Race 2 went really well apart from a severe lack of rear grip and we finished 3rd in class.
Race 3 we went out and started really well after we made some tweaks to the alignment and tyre pressures the car was on fire! at the end of lap one an intercooler clamp literally tore apart and the pressure wave was enough to break the splitter off its mounts and drag on the track. luckily it was holding the intercooler pipe in place so i still had some boost. but then after 3 laps it tore off completely leaving me with no boost as the pipe was then free to come out of the joiner completely.
Ontop of that 3rd and 5th gear in the kaps dogbox gave up.
weve had 5 rounds this year. round 1 we didn do much racing. but rounds 2, 3, 4 and 5 we have suffered gearbox failure at every round! safe to say the KAPS dogbox is going squarly into the trash pile where it seems to belong and our Modena Engineering sequential is inbound and should be on my doorstep within the next couple days! Im really disapointed in the KAPS box performance and the lack of support from KAPS when we went back to them after the last round saying there must be an issue here and they put it back on me saying it was my driving. although the failures are all very unrelated to each other.
Anyway enough about that but safe to say ive well and truely lost faith in that product hence why we went with modena instead of kaps for our sequential. We will rebuild the kaps and sell it off to somebody with less power than ourselves and it should last.
Ill try do a bit of a build thread for the installation of the sequential!
hi what was failing withe the kaps gearbox was it their 6 speed sequential or their dog kit cheers
The rear ones? They are just voltex double over fenders but just the double bit
Okay, Thanks! I always wondered if they would work. I have had the biggest trouble trying to find something. Everyone says X or Y works, but never know which size, etc. I don't want to order something and not have it fit, ya know?
