Questions:
1. Without changing the oem IC, will just changing the pipes suffice to bring about better and larger air flow, and hence cooler charged air?
2. How much hp can the oem IC suport WITH oem pipes support?
3. How much hp can larger diameter aftermarket hard pipes support?
Point to note:
I noticed the MME E9 by ST Powered uses the oem IC.
Answers
evolvix :
I guess the answer depends on which hardpipe kit you are looking at. Most aftermarket kits probably come with a bigger ID but the important thing to look out for is whether they come with less bends as well. From what I know, every single 45 degree bend slows down the air velocity significantly thus increasing lag and probably causing a pressure drop as well. Of course, bends that are greater than 45 degree are worse. In this respect, I think aftermarket kits help in maintaining boost pressure and reduces lag. As for enhanced cooling, I can't be sure but I will guess no.
To accomodate the straighter and bigger pipings, some kits require you to either relocate your stock battery or to use a smaller one. Personally, I will want a kit that has the shortest hence straightest pipings and one that's > 2.25" in diameter. I think its realistic to expect a power gain with these kits over the stock pipings simply because the stock pipings suck! Especially the stock lower piping between the compressor housing to the FMIC inlet. Picking up 'lost' boost pressure caused by the restrictive stock pipings should give you power liao!
As for the capability of the stock FMIC, I think there have been enough tests, even local ones, to prove there's substantial power gains to be had just by swapping it out for a more efficient unit EVEN on a stock Evo. Workshops can use what they want but no one can defy physics. Even assuming (optimistically) that the stock FMIC has a core that's as efficient as aftermarket ones, a bigger surface area will simply dissipate heat faster given the same amount of incoming airflow and the greater thermal mass will simply absorb more heat before being saturated. Look around, I'm sure you can find hard data and numbers locally.
Ideally, you should upgrade to a more efficient FMIC to lower your charge temp and use water injection to do in-cylinder cooling and detonation control. Remember though that a bigger FMIC works all the time while water injection requires constant monitoring, refilling and the jet size + spraying cycle really need to be tuned else you might lose power through the injection of too much water into your combustion chambers. Water injection systems can be unreliable too...pump failures, clogging of water lines, running out of water etc can cause damage to your engine if water injection is a critical part of your tune. Also, rem that although the in-cylinder cooling will bring about an increased density in air, the water molecules present in each intake charge (especially if you spray too much water or too often) will reduce its density too. In the end, you might face a compromised situation. Some says that the steam created in the chambers can also help in decarbonizing the engine but I can't be sure.
Personally, I will be setting up a 50-50 water/methanol injection system on my E9 soon. There's real benefits to using methanol so long as you are able to tune for it, and that the system is highly reliable and safe with all the monitoring measures and controls in place. I will not use 100% water because to me, there's too much hassle involved for too little gains. I guess as long as you understand what you are doing and know how to setup these systems, all should work as they are designed to. They are seldom mutually exclusive so I guess you can use all of them to bring about a greater effect to what you endeavour to achieve.
Showing posts with label Articles. Show all posts
Showing posts with label Articles. Show all posts
Friday, September 21, 2007
Thursday, August 30, 2007
An interesting Q&A
Taken off the SG Evo Club Forum:
cavallino wrote:
cavallino wrote:
guys, what's the difference between:
1. slapping a HUGE turbo onto a stock engine
2. stroking up the engine to 2.4L and using a stock turbo.
1. slapping a HUGE turbo onto a stock engine
2. stroking up the engine to 2.4L and using a stock turbo.
Response by a senior member with a very good understanding of tuning principles:
Area under the curve.
You NEVER look at just peak figures. You want to know what's the percentage of peak torque available throughout the rev range.
A small turbo with large engine will give you peak boost from a lower rev and sustain that through a pretty large rev range. Think GTR 2008 or 997 Turbo engine for instance. Peak torque from <2000rpm style="font-weight: bold;">heating and reliability
both have shares of issue in terms of reliability. Basically once you modify, be prepared to reduce yr service interval periods
Depending on who builds yr stroked up engine, you may have reliability issues.
Big turbos will need a lot more upgrades to cooling as well.
torque curve (one is better at low end and the other at higher end?)
See earlier paragraph
fuel consumption
As usual it depends on how you drive. If you need to hit the high torque range all the time, the stroked up engine is probably better since you get it at lower revs. If you are a more disciplined driver, and can drive the car offboost, the larger turbo is better for FC.
As usual, I find it silly to discuss FC when you are concerned with power.
pick up, response, lag
Torque under the curve. Bigger engine better
noise
Depends on whether you put stuff like external wastegates, BOVs etc
Tuesday, July 31, 2007
How the ACD works
This thread is dedicated to the ACD system used on Lancer Evolutions. I'm cutting and pasting a bunch of useful information from around the Internet which hopefully, someone, sometime will find useful
A significant portion of the content here comes from http://forums.evolutionm.net/showthread.php?p=2644484#post2644484 and related links.
======================
The Mitsubishi description also says that the ACD operates in a free state when rapid steering movements are made and when the hand brake is used. This means in those conditions that the drive must be going all to the front wheels.
Here is some info I got from BTR preparations who have tested and recorded what the ACD is doing. Their website also has some useful info on the ACD.
With the original ECU the mapping is fairly tame.....but having said that there will be a noticeable effect to the handling and traction when selecting between the tarmac or gravel/snow options. I would be surprised if much difference will be felt between snow and gravel on a wet tarmac road with road tyres as these 2 maps are broadly similar.
Based on the rally car, the car works better in the gravel mode on wet asphalt conditions than on the tarmac map. This is only relevant when driving the car at a speed where the car is generating wheel speed error
across the axles (sliding or on slippery surfaces with large throttle openings)
The biggest advantage for the average road driver is the traction out of corners on a wet road, which will be better in gravel mode. On a trailing throttle there is unlikely to be a difference as the diff pressure reduces
with low throttle openings.
For normal dry road use the asphalt map is the one to use as it locks the diff under braking to a larger extent than the snow/gravel maps - reducing the braking distances by aggregating the braking force through the
transmission - a trick the earlier Evos cannot match!
FROM BTR WEB SITE
How does the Active Centre Differential system work?
Mitsubishi ACD - “active centre differential system” ACD is the new major technical feature that distinguishes the previous Evo 4-6 models from the new Evo 7 ACD is an extension of the technology used in for the anti yaw control systems (AYC) employed in various previous Mitsubishi models in the rear axle position.
The ACD system comprises an electric motor, driving an oil pump which pressures an oil reservoir to a peak 16-bar pressure. This reserve of “SYSTEM PRESSURE” is fed to the piston of the ACD plate pack via a modulation (proportion) valve. The modulation valve is software controlled by the “ACD ECU (electronic control unit).
The control inputs for the ACD electronic control unit are
4 wheel speeds
G force both lateral and longitudinal
Throttle position – a variable value
Braking state - on or off
Steering angle – neutral position (straight ahead) and off centre position provided by 3 optical inputs generated by rotation of the steering wheel.
Handbrake state – on or off
System pressure – Hydraulic pressure state
Mode switch state – to select Gravel, Snow or Asphalt software strategy (maps)
We fitted a Motorsport logging system to the E7 RS test car during our 90 mile shakedown run of the new car (in the well knownYorkshire Forest complex) prior to the Network Q Rally GB. The test data from the ACD system has provided a full understanding of how the system functions and it’s efficiency.
The “Gravel” and “Snow” software strategies are similar; Gravel has the highest ultimate locking value of the two. In “Asphalt” mode a unique software strategy is employed
The system is technically far superior to the preceding Evo models VC centre differential systems. The centre differential performing well and able to limit front to rear axle “slip” on full throttle to a mean of around 0.6% on a slippery gravel surface. To put this in perspective, a good condition VC unit on a Evo 4,5 or 6 would struggle to be better than 30% aggregate slip value, which is traction going out of the window.
Pressure can be introduced and lost within the ACD system at speeds surprisingly close to WRC car standards, which has allowed Mitsubishi engineers to use a complex and sophisticated software control strategy.
Which ACD electronic control unit should I use?
The production Evo 7 comes fitted with a relatively “soft” control code within the production electronic control unit. This means the potential of the ACD system is not fully realised without fitting an electronic control unit.
The RA553681K1 has a much improved software strategy aimed primarily for high performance road use, which works the ACD system more effectively than standard. We can recommended this unit for track day and fast road applications.
The RA553681K2 has a software strategy which is very specifically for Motor Sport use, which works the ACD system more effectively and harder than standard and may have negative life and warranty implications for the mechanical parts in the ACD system. This should not be used on a road car. The FIA have been asked to clarify the legality of using this unit in Motor Sport events and for the moment the unit should be treated and is listed in the parts system as a non-GpN legal part
A significant portion of the content here comes from http://forums.evolutionm.net/showthread.php?p=2644484#post2644484 and related links.
======================
The Mitsubishi description also says that the ACD operates in a free state when rapid steering movements are made and when the hand brake is used. This means in those conditions that the drive must be going all to the front wheels.
Here is some info I got from BTR preparations who have tested and recorded what the ACD is doing. Their website also has some useful info on the ACD.
With the original ECU the mapping is fairly tame.....but having said that there will be a noticeable effect to the handling and traction when selecting between the tarmac or gravel/snow options. I would be surprised if much difference will be felt between snow and gravel on a wet tarmac road with road tyres as these 2 maps are broadly similar.
Based on the rally car, the car works better in the gravel mode on wet asphalt conditions than on the tarmac map. This is only relevant when driving the car at a speed where the car is generating wheel speed error
across the axles (sliding or on slippery surfaces with large throttle openings)
The biggest advantage for the average road driver is the traction out of corners on a wet road, which will be better in gravel mode. On a trailing throttle there is unlikely to be a difference as the diff pressure reduces
with low throttle openings.
For normal dry road use the asphalt map is the one to use as it locks the diff under braking to a larger extent than the snow/gravel maps - reducing the braking distances by aggregating the braking force through the
transmission - a trick the earlier Evos cannot match!
FROM BTR WEB SITE
How does the Active Centre Differential system work?
Mitsubishi ACD - “active centre differential system” ACD is the new major technical feature that distinguishes the previous Evo 4-6 models from the new Evo 7 ACD is an extension of the technology used in for the anti yaw control systems (AYC) employed in various previous Mitsubishi models in the rear axle position.
The ACD system comprises an electric motor, driving an oil pump which pressures an oil reservoir to a peak 16-bar pressure. This reserve of “SYSTEM PRESSURE” is fed to the piston of the ACD plate pack via a modulation (proportion) valve. The modulation valve is software controlled by the “ACD ECU (electronic control unit).
The control inputs for the ACD electronic control unit are
4 wheel speeds
G force both lateral and longitudinal
Throttle position – a variable value
Braking state - on or off
Steering angle – neutral position (straight ahead) and off centre position provided by 3 optical inputs generated by rotation of the steering wheel.
Handbrake state – on or off
System pressure – Hydraulic pressure state
Mode switch state – to select Gravel, Snow or Asphalt software strategy (maps)
We fitted a Motorsport logging system to the E7 RS test car during our 90 mile shakedown run of the new car (in the well knownYorkshire Forest complex) prior to the Network Q Rally GB. The test data from the ACD system has provided a full understanding of how the system functions and it’s efficiency.
The “Gravel” and “Snow” software strategies are similar; Gravel has the highest ultimate locking value of the two. In “Asphalt” mode a unique software strategy is employed
The system is technically far superior to the preceding Evo models VC centre differential systems. The centre differential performing well and able to limit front to rear axle “slip” on full throttle to a mean of around 0.6% on a slippery gravel surface. To put this in perspective, a good condition VC unit on a Evo 4,5 or 6 would struggle to be better than 30% aggregate slip value, which is traction going out of the window.
Pressure can be introduced and lost within the ACD system at speeds surprisingly close to WRC car standards, which has allowed Mitsubishi engineers to use a complex and sophisticated software control strategy.
Which ACD electronic control unit should I use?
The production Evo 7 comes fitted with a relatively “soft” control code within the production electronic control unit. This means the potential of the ACD system is not fully realised without fitting an electronic control unit.
The RA553681K1 has a much improved software strategy aimed primarily for high performance road use, which works the ACD system more effectively than standard. We can recommended this unit for track day and fast road applications.
The RA553681K2 has a software strategy which is very specifically for Motor Sport use, which works the ACD system more effectively and harder than standard and may have negative life and warranty implications for the mechanical parts in the ACD system. This should not be used on a road car. The FIA have been asked to clarify the legality of using this unit in Motor Sport events and for the moment the unit should be treated and is listed in the parts system as a non-GpN legal part
The Evo Racing Brake Pad Reference
PORTERFIELD
R-4 Full Race Compound
Designed specifically for heavy-duty motorsports. The carbon based semi-metallic R-4 materials allow the pad to absorb tremendous amounts of heat and dissipate it at very even rate. Carbon Kevlar material warms up to race temperature quickly, which is quite helpful during restarts, and when track time is limited. When used with cast iron and steel alloy rotors, the R-4 compound requires minimal bed-in period. Throughout the entire heat range, the carbon kevlar material will give extremely consistent modulation and predictably. This is truly the most rotor friendly racing brake pad material ever. Good for road courses, oval track, rally, vintage racing, autocross, club events or professional racing events.
R4-E Endurance Race Compound
A carbon kevlar compound made to last a bit longer than the original R-4 compound. The R4-E compound is designed to endure higher prolonged temperature and still has pad life as long or longer than Porterfield R-4 do. This pad is great for club enduro events and applications where temperatures are at their maximum.
R4-1 Vintage Full Race Compound
Developed using knowledge testing in the vintage racing community. Optimum uses for the R4-1, under conditions where very high friction is needed with minimal warm up time and in applications where there is difficulty in maintaining sufficient heat with conventional race pad compounds. Widely used on vintage GT and formula cars the R4-1 is also gaining popularity in off-road and rally-cross classes. Great modulation, consistent pedal feedback and rotor friendly at all temperatures as with all the other Porterfield Carbon Kevlar compounds.
R4-S High Performance Street and Autocross
For high performance and heavy-duty street conditions. Perfect for prolonged everyday street use while also being capable of tolerating the most severe street use without any fade. Rotor friendly of course. The R4-S friction level will give you an impressive increase in stopping ability with very minimum pedal effort. R4-S compound has the absolute lowest noise and dust levels, far below OEM equipment or any other high performance brake material. Good for autocrossing, some drivers schools, solo events, and rally’s. The R4-S compound is available for virtually any vehicle sold in the US. We also offer the R4-S in pad sizes for competition type calipers that are used under street driven conditions.
------------------------------------------------------------------------
RAYBESTOS RACING BRAKE PADS
ST41 – The best high energy input racing material available. Maintains high mu level at extremely high temperatures without sacrificing good wear – both pad and rotor. Needs some heat to work well.
ST42 – Lower mu than ST 41 and ST 43. Extremely stable average and in stop output over a wide temperature range. Has been very successful when used on the rear in conjunction with 41 on the front. Best high-temperature wear of all out materials.
ST43 – Friction level and wear rate between ST41 and ST42. Stability is not quite as good as 42 but better than 41. Should be an excellent open wheel formula. ST38 – Slightly lower mu than ST42. Wear still not as good as ST41. Good Performance over broad temperature range with minimal rotor wear. Successful in a broad range of racing series.
------------------------------------------------------------------------
HAWK PERFORMANCE BRAKE PADS
HT-15 (R) – Very high torque with a smooth initial bite. Excellent linear torque to applied pressure relationship. Designed for cars with extremely high deceleration rates and limited down force. Temp Range 300F-1600F.
HT-14 (V) – Very high torque with aggressive initial bite. Excellent modulation and release characteristics. Designed for cars with extremely high deceleration rates and down force. Supercedes HT-12 material. Temp Range 300F-1600F.
HT-10 (S) – Intermediate to high torque with a smooth initial bite. Excellent modulation, consistent pedal, good release characteristics. Temp Range 300F-1600F.
Blue 9012 (E) – Medium/High Torque compound. Low pad wear with good brake modulation. #1 selling pad material for SCCA. Temp Range 250F-1000F.
Black (M) – Medium torque compound designed to be a good, all-purpose low-cost racing pad. Temp Range 100F-900F.
HP Plus (N) – HP Plus can take the heat at the track and get you home safely without having to change your brake pads in and out. This compound was designed for the serious street and autocross enthusiast. Warning! Due to the dramatic friction levels produces by this product to achieve “Race Level” braking, rotor wear, noise, dust and pad life may be affected.
HPS (F) – HPS material provides advanced braking characteristics to enhance your driving experience. Gentle on rotors, virtually noise free, extremely low dust, and long pad life. HPS also offers better stopping power over O.E. pads.
HP Superduty (P) – This material is a unique blend of Organic, Carbon fiber & Ceramic materials offering unmatched performance under severe high inertia applications. This material is ideal for heavy-duty truck fleets, large SUV’s and P/U trucks. HP Superduty provides the durability, safety and performance to meet or exceed you application needs.
------------------------------------------------------------------------
PERFORMANCE FRICTION BRAKE PADS
02 Compound – The newest PFC compound offering the highest friction level of all. This also features outstanding initial bite and with great modulation.
01 Compound – 01 has a high flat torque curve, providing excellent pedal modulation. Better pad wear than 83 and faster smoother release. Cold bite comes in at ambient temperature and is effective to over 1200F. 01 polishes the rotor without pad material build up.
99 Compound – Shares the same features as the 97 compound, but with slightly higher torque. These new advanced compounds improve both modulation and release. There is reduced torque rise with temperature with both 97 and 99 compound.
97 Compound – Has a bite slightly higher than 90 compound. Cold bite comes in at 250 degrees and has a moderate flat torque curve. With the flat torque curve the driver now has the ability to turn the steering wheel in the corner while braking. This compound also releases faster than all of the other above-mentioned compounds.
93 Compound – 93 was developed as the next step after 83. The improvements are better release characteristics, great improvement for trailing into a corner or modulation at threshold braking. Kinder to discs. 93 comes on quicker and has flatter torque curve. But, be careful without finesse you can over slow the car. When it comes to ultimate performance with finesse, this is second to none. Cold bite comes in at 250-275 degrees and has an effective torque curve over 1200 degrees.
90 Compound – 90 was developed at the same time as 93 and is very similar with lower torque output. It also has a higher wear rate under severe service. This pad gives three times the pad and rotor life, ultimate torque close to 93. Its modulation characteristics also make it forgiving. Cold bite comes in at 100 degrees and has an effective torque curve over 1000 degrees.
83 Compound – This material has super high torque and gives a firm pedal feel. 83 require finesse. Under sever conditions, it has outstanding wear characteristics. 83’s cold bite also comes in at 400 degrees and has an effective torque curve over 1500 degrees.
80 Compound – 80 is the lowest friction. It has very good wear characteristics and is more rotor friendly than 83. It is more suitable and therefore a favorite for many applications where pedal modulation is difficult or chassis set up or driver development brake balance or others require a more forgiving pad. Cold bite comes in at 350 degrees and has an effective torque curve to over 1000 degrees.
Z Rated Performance Street – The highest friction brake pad available for street vehicles. This is designed for customers who demand ultra high performance braking with low wear, rotor compatibility and fade resistance.
------------------------------------------------------------------------
CARBOTECH
CARBOTECH PANTHER XP10 (1110): For 2004, Carbotech unleashes Panther XP10 (compound 1110). This is an *extremely* high initial bite material, with a friction coefficient well above .6. Fade resistance is in excess of 1600F. Due to the high level of friction and bite, this material is recommended *ONLY* for cars in excess of 2600lbs using R-compound race tires or slicks (SCCA T1, T2, A Sedan, GT1, Trans-Am, Speed GT, etc.). On these heavier cars, 1110 still maintains the excellent modulation that has made the Panther-series of brake pads so popular. It is not recommended to drive this compound on the street or on the track with street tires due to the tendency to easily lock a lower-grip street tire with very little effort due to the high friction coefficient of this material. Note: Compound #1110 is more rotor aggressive than any other 1100-series compound.
CARBOTECH PANTHER XP9 (1109): Another iteration of our successful Panther compound series, 1109 offers even higher initial bite, higher friction coefficient (.6+), and higher fade resistance (1400+F) than 1108 compound, yet still maintains the rotor friendliness and streetability that has made the ceramic-metallic based Panther line so popular. This compound is intended for expert - instructor level HPDE drivers as well as upper level regional and national road-racing (ITA, ITS, Spec Miata, SSC, SSB, FF Cobra, etc) Panther XP9 has already won multiple SCCA regional and national championships in 2003, its first year of release. Not recommended as a daily-driving street pad due to possible elevated levels of dust and noise.**
CARBOTECH PANTHER XP8 (1108): A high torque brake compound with a wide operating temperature range (250F to 1350F). Outstanding initial bite at race temperatures, high coefficient of friction (0.58-0.60), excellent modulation and release characteristics, extremely high fade resistance, very rotor friendly and excellent wear rates. Excellent for ITA, ITB, Spec-RX7, etc race cars. Perfect for intermediate - advanced track/HPED use with R-compound tires, but still can be easily driven to and from the track. Not recommended as a daily-driving street pad due to possible elevated levels of dust and noise.*
CARBOTECH PANTHER PLUS (1106): A high torque brake compound delivering reliable and consistent performance over a very wide operating temperature range (150F to 1250F). Advanced compound matrix provides an excellent initial "bite", high coefficient of friction (0.54-0.56), and very progressive brake modulation and release characteristics. Panther Plus offers high fade resistance, rotor friendliness at all temperatures, and excellent cold stopping power. As a result, Panther Plus is an excellent choice for beginner-novice lapping day and high performance driver's schools on street driven cars using street or R-compound tires, eliminating the need to change brake pads at the track. Panther Plus has gained tremendous popularity with SCCA Prosolo/Solo2 competitors for its fantastic bite and modulation. In addition, Panther Plus has seen great success as a race-only pad on lighter improved touring and vintage race cars (ITC, etc).**Not recommended as a daily-driving street pad due to possible elevated levels of dust and noise.**
Carbotech Bobcat (1521) :
Carbotech Bobcat (1521), the much anticipated replacement for our heralded Super Street F. Like our Panther line of compounds, Bobcat is a ceramic based friction material offering practically zero rotor damage. Bobcat offers outstanding performance when cold, very low dusting, and low noise with an excellent initial bite. Friction coefficient is .45 over it’s operating range of ambient temp to 900F. Bobcat is suitable for street, SCCA Solo 2 and Prosolo applications. Bobcat is not recommended for on-track driving schools or club racing.
CARBOTECH KELATED METALLIC GOLD 914
Similar qualities to our tried-and-true Kelated Metallic Green 913, but with a higher coefficient of friction of 0.50-0.52.
CARBOTECH KELATED METALLIC GREEN 913
A D.O.T.-approved high-performance compound, Carbotech Kelated Metallic (CKM) achieves a very high coefficient of friction (approx. 0.48 to 0.50) by taking advantage of a chemical reaction within the friction mass, which creates a tri-alloy metallic film at the liner/drum interface when subjected to heat and pressure.
CARBOTECH SILVER STREAK 912
------------------------------------------------------------------------
FERODO
All our pads are R90 compliant and go through extensive research, development and road testing to guarantee safe, controlled and consistent braking.
Ferodo Target top
Ferodo Premier top
A full OE specification range of brake pads and shoes
Ferodo is the only manufacturer to offer a range individually tailored to match every vehicle's braking system characteristics precisely
DS2500
The DS2500 has a friction level of approximatively 0.50 this remains constant at any speed and at any temperature that the brake system is working at.
the main characteristics of DS2500 are:
DS3000
DS3000 is Ferodo's premium racing compound and has set the standard across circuit racing and the World Rally Championship. DS3000 has contributed to countless wins and podium positions in the WRC, BTCC, STW and is now experiencing major success in Indycar and NASCAR applications.
The main characteristics of the DS3000 compound are:
R-4 Full Race Compound
Designed specifically for heavy-duty motorsports. The carbon based semi-metallic R-4 materials allow the pad to absorb tremendous amounts of heat and dissipate it at very even rate. Carbon Kevlar material warms up to race temperature quickly, which is quite helpful during restarts, and when track time is limited. When used with cast iron and steel alloy rotors, the R-4 compound requires minimal bed-in period. Throughout the entire heat range, the carbon kevlar material will give extremely consistent modulation and predictably. This is truly the most rotor friendly racing brake pad material ever. Good for road courses, oval track, rally, vintage racing, autocross, club events or professional racing events.
R4-E Endurance Race Compound
A carbon kevlar compound made to last a bit longer than the original R-4 compound. The R4-E compound is designed to endure higher prolonged temperature and still has pad life as long or longer than Porterfield R-4 do. This pad is great for club enduro events and applications where temperatures are at their maximum.
R4-1 Vintage Full Race Compound
Developed using knowledge testing in the vintage racing community. Optimum uses for the R4-1, under conditions where very high friction is needed with minimal warm up time and in applications where there is difficulty in maintaining sufficient heat with conventional race pad compounds. Widely used on vintage GT and formula cars the R4-1 is also gaining popularity in off-road and rally-cross classes. Great modulation, consistent pedal feedback and rotor friendly at all temperatures as with all the other Porterfield Carbon Kevlar compounds.
R4-S High Performance Street and Autocross
For high performance and heavy-duty street conditions. Perfect for prolonged everyday street use while also being capable of tolerating the most severe street use without any fade. Rotor friendly of course. The R4-S friction level will give you an impressive increase in stopping ability with very minimum pedal effort. R4-S compound has the absolute lowest noise and dust levels, far below OEM equipment or any other high performance brake material. Good for autocrossing, some drivers schools, solo events, and rally’s. The R4-S compound is available for virtually any vehicle sold in the US. We also offer the R4-S in pad sizes for competition type calipers that are used under street driven conditions.
------------------------------------------------------------------------
RAYBESTOS RACING BRAKE PADS
ST41 – The best high energy input racing material available. Maintains high mu level at extremely high temperatures without sacrificing good wear – both pad and rotor. Needs some heat to work well.
ST42 – Lower mu than ST 41 and ST 43. Extremely stable average and in stop output over a wide temperature range. Has been very successful when used on the rear in conjunction with 41 on the front. Best high-temperature wear of all out materials.
ST43 – Friction level and wear rate between ST41 and ST42. Stability is not quite as good as 42 but better than 41. Should be an excellent open wheel formula. ST38 – Slightly lower mu than ST42. Wear still not as good as ST41. Good Performance over broad temperature range with minimal rotor wear. Successful in a broad range of racing series.
------------------------------------------------------------------------
HAWK PERFORMANCE BRAKE PADS
HT-15 (R) – Very high torque with a smooth initial bite. Excellent linear torque to applied pressure relationship. Designed for cars with extremely high deceleration rates and limited down force. Temp Range 300F-1600F.
HT-14 (V) – Very high torque with aggressive initial bite. Excellent modulation and release characteristics. Designed for cars with extremely high deceleration rates and down force. Supercedes HT-12 material. Temp Range 300F-1600F.
HT-10 (S) – Intermediate to high torque with a smooth initial bite. Excellent modulation, consistent pedal, good release characteristics. Temp Range 300F-1600F.
Blue 9012 (E) – Medium/High Torque compound. Low pad wear with good brake modulation. #1 selling pad material for SCCA. Temp Range 250F-1000F.
Black (M) – Medium torque compound designed to be a good, all-purpose low-cost racing pad. Temp Range 100F-900F.
HP Plus (N) – HP Plus can take the heat at the track and get you home safely without having to change your brake pads in and out. This compound was designed for the serious street and autocross enthusiast. Warning! Due to the dramatic friction levels produces by this product to achieve “Race Level” braking, rotor wear, noise, dust and pad life may be affected.
HPS (F) – HPS material provides advanced braking characteristics to enhance your driving experience. Gentle on rotors, virtually noise free, extremely low dust, and long pad life. HPS also offers better stopping power over O.E. pads.
HP Superduty (P) – This material is a unique blend of Organic, Carbon fiber & Ceramic materials offering unmatched performance under severe high inertia applications. This material is ideal for heavy-duty truck fleets, large SUV’s and P/U trucks. HP Superduty provides the durability, safety and performance to meet or exceed you application needs.
------------------------------------------------------------------------
PERFORMANCE FRICTION BRAKE PADS
02 Compound – The newest PFC compound offering the highest friction level of all. This also features outstanding initial bite and with great modulation.
01 Compound – 01 has a high flat torque curve, providing excellent pedal modulation. Better pad wear than 83 and faster smoother release. Cold bite comes in at ambient temperature and is effective to over 1200F. 01 polishes the rotor without pad material build up.
99 Compound – Shares the same features as the 97 compound, but with slightly higher torque. These new advanced compounds improve both modulation and release. There is reduced torque rise with temperature with both 97 and 99 compound.
97 Compound – Has a bite slightly higher than 90 compound. Cold bite comes in at 250 degrees and has a moderate flat torque curve. With the flat torque curve the driver now has the ability to turn the steering wheel in the corner while braking. This compound also releases faster than all of the other above-mentioned compounds.
93 Compound – 93 was developed as the next step after 83. The improvements are better release characteristics, great improvement for trailing into a corner or modulation at threshold braking. Kinder to discs. 93 comes on quicker and has flatter torque curve. But, be careful without finesse you can over slow the car. When it comes to ultimate performance with finesse, this is second to none. Cold bite comes in at 250-275 degrees and has an effective torque curve over 1200 degrees.
90 Compound – 90 was developed at the same time as 93 and is very similar with lower torque output. It also has a higher wear rate under severe service. This pad gives three times the pad and rotor life, ultimate torque close to 93. Its modulation characteristics also make it forgiving. Cold bite comes in at 100 degrees and has an effective torque curve over 1000 degrees.
83 Compound – This material has super high torque and gives a firm pedal feel. 83 require finesse. Under sever conditions, it has outstanding wear characteristics. 83’s cold bite also comes in at 400 degrees and has an effective torque curve over 1500 degrees.
80 Compound – 80 is the lowest friction. It has very good wear characteristics and is more rotor friendly than 83. It is more suitable and therefore a favorite for many applications where pedal modulation is difficult or chassis set up or driver development brake balance or others require a more forgiving pad. Cold bite comes in at 350 degrees and has an effective torque curve to over 1000 degrees.
Z Rated Performance Street – The highest friction brake pad available for street vehicles. This is designed for customers who demand ultra high performance braking with low wear, rotor compatibility and fade resistance.
------------------------------------------------------------------------
CARBOTECH
CARBOTECH PANTHER XP10 (1110): For 2004, Carbotech unleashes Panther XP10 (compound 1110). This is an *extremely* high initial bite material, with a friction coefficient well above .6. Fade resistance is in excess of 1600F. Due to the high level of friction and bite, this material is recommended *ONLY* for cars in excess of 2600lbs using R-compound race tires or slicks (SCCA T1, T2, A Sedan, GT1, Trans-Am, Speed GT, etc.). On these heavier cars, 1110 still maintains the excellent modulation that has made the Panther-series of brake pads so popular. It is not recommended to drive this compound on the street or on the track with street tires due to the tendency to easily lock a lower-grip street tire with very little effort due to the high friction coefficient of this material. Note: Compound #1110 is more rotor aggressive than any other 1100-series compound.
CARBOTECH PANTHER XP9 (1109): Another iteration of our successful Panther compound series, 1109 offers even higher initial bite, higher friction coefficient (.6+), and higher fade resistance (1400+F) than 1108 compound, yet still maintains the rotor friendliness and streetability that has made the ceramic-metallic based Panther line so popular. This compound is intended for expert - instructor level HPDE drivers as well as upper level regional and national road-racing (ITA, ITS, Spec Miata, SSC, SSB, FF Cobra, etc) Panther XP9 has already won multiple SCCA regional and national championships in 2003, its first year of release. Not recommended as a daily-driving street pad due to possible elevated levels of dust and noise.**
CARBOTECH PANTHER XP8 (1108): A high torque brake compound with a wide operating temperature range (250F to 1350F). Outstanding initial bite at race temperatures, high coefficient of friction (0.58-0.60), excellent modulation and release characteristics, extremely high fade resistance, very rotor friendly and excellent wear rates. Excellent for ITA, ITB, Spec-RX7, etc race cars. Perfect for intermediate - advanced track/HPED use with R-compound tires, but still can be easily driven to and from the track. Not recommended as a daily-driving street pad due to possible elevated levels of dust and noise.*
CARBOTECH PANTHER PLUS (1106): A high torque brake compound delivering reliable and consistent performance over a very wide operating temperature range (150F to 1250F). Advanced compound matrix provides an excellent initial "bite", high coefficient of friction (0.54-0.56), and very progressive brake modulation and release characteristics. Panther Plus offers high fade resistance, rotor friendliness at all temperatures, and excellent cold stopping power. As a result, Panther Plus is an excellent choice for beginner-novice lapping day and high performance driver's schools on street driven cars using street or R-compound tires, eliminating the need to change brake pads at the track. Panther Plus has gained tremendous popularity with SCCA Prosolo/Solo2 competitors for its fantastic bite and modulation. In addition, Panther Plus has seen great success as a race-only pad on lighter improved touring and vintage race cars (ITC, etc).**Not recommended as a daily-driving street pad due to possible elevated levels of dust and noise.**
Carbotech Bobcat (1521) :
Carbotech Bobcat (1521), the much anticipated replacement for our heralded Super Street F. Like our Panther line of compounds, Bobcat is a ceramic based friction material offering practically zero rotor damage. Bobcat offers outstanding performance when cold, very low dusting, and low noise with an excellent initial bite. Friction coefficient is .45 over it’s operating range of ambient temp to 900F. Bobcat is suitable for street, SCCA Solo 2 and Prosolo applications. Bobcat is not recommended for on-track driving schools or club racing.
CARBOTECH KELATED METALLIC GOLD 914
Similar qualities to our tried-and-true Kelated Metallic Green 913, but with a higher coefficient of friction of 0.50-0.52.
- Excellent braking performance, initial bite, modulation and release, and wear characteristics.
- Stronger initial bite than Green 913.
- Operating temperature range of 100F-850F.
CARBOTECH KELATED METALLIC GREEN 913
A D.O.T.-approved high-performance compound, Carbotech Kelated Metallic (CKM) achieves a very high coefficient of friction (approx. 0.48 to 0.50) by taking advantage of a chemical reaction within the friction mass, which creates a tri-alloy metallic film at the liner/drum interface when subjected to heat and pressure.
- Designed to overcome the shortcomings of other liner materials, CKM is very versatile and provides excellent braking performance in a wide variety of applications.
- Excellent wear characteristics and a very high resistance to lock-up under hard braking
- Optimal recommended operating temperature range is from ambient to 750F
CARBOTECH SILVER STREAK 912
- An advance organo-metallic compound specially formulated for rear drum applications in lighter weight race cars (<>
- High friction coefficient of 0.46 to 0.48, providing excellent braking in the rear without any risk of lock-up
- Very good brake modulation throughout the entire brake pedal travel range, with excellent wear characteristics, providing an outstanding value.
- With a price-point significantly below other compounds offering similar performance, Silver Streak is an excellent choice for the budget-minded racer or high-performance driver.
------------------------------------------------------------------------
FERODO
All our pads are R90 compliant and go through extensive research, development and road testing to guarantee safe, controlled and consistent braking.
Ferodo Target top
- More material formulations than any other aftermarket parts programme
- 92% car parc coverage
- Regulation 90 approved
- Brand name you can trust for safety and quality
- All manufactured at Federal Mogul's own ISO quality approved factories
- Full complimentary range of brake accessory kits available
- Ferodo Premier is the only range of brake pads in the market that matches OE specification materials for every application.
Ferodo Premier top
A full OE specification range of brake pads and shoes
Ferodo is the only manufacturer to offer a range individually tailored to match every vehicle's braking system characteristics precisely
- 50+ material formulations to comply fully with OE homologation standards
- Non-reusable, safety critical accessories included
- Full noise reduction specification
- Full ABS compatibility (also TCS, EBD, ASC etc)
- 15,000 mile / 12 month guarantee
- Minimal bedding-in period
- Excellent fade resistance and water recovery characteristics
- Designed for optimum performance and life
- Reduced disc wear
DS2500
The DS2500 has a friction level of approximatively 0.50 this remains constant at any speed and at any temperature that the brake system is working at.
the main characteristics of DS2500 are:
- Race developed
- Performs equally well on heavy and light cars
- 20% less pad wear than competitive products.
- Minimal bedding-in. Supplied ready to use.
- Disc friendly.
- Consistent friction level with changing temperatures and speeds to give optimal pedal modulation.
- High friction level at low temperature (good cold braking).
- High friction level at very high temperatures.
- 35% less compressability than competitive products (racing pedal feel).
- Less noise for increased driving comfort
DS3000
DS3000 is Ferodo's premium racing compound and has set the standard across circuit racing and the World Rally Championship. DS3000 has contributed to countless wins and podium positions in the WRC, BTCC, STW and is now experiencing major success in Indycar and NASCAR applications.
The main characteristics of the DS3000 compound are:
- reduced bedding in time (approximately 50% quicker than other materials)
- extremely high friction level (0,62 coefficient of friction) at any temperature or speed
- higher initial bite
- predictability, in all conditions, when braking into the corner because of the flat friction curve
- less off brake between the brake pedal and throttle
Losing Weight
This is from Buschur racing website *
60 lbs, the BR exhaust weighs in at 23 pounds.
Installation of Buschur Racing Mini Battery Kit: 20 lbs. The stock battery setup weighs 37lbs, the BR kit weighs in at 17 pounds.
Removal of Front Bumper Support: 13lbs.
Removal of Rear Bumper Support: 17 lbs.
Removal of Spare Tire, Jack, and Tool: 37 lbs.
Removal of Intake Bracket & EGR: 5lbs
Removal of FMIC Sprayer Bottle: 5.4lbs (empty) 11.5lbs.(full)
Installation of Buschur Racing Intake: 4.1 lbs.
Removal of Interior Sound Deadening & Padding: 17.5 lbs.
Replace Factory Rims w/ SSR Competiton 17" wheels: 6.4lbs (Weight loss using stock size/brand tires will be more, this is a total weight saved factory in the a larger tire (255/40/17).
Replace Factory Suspension w/ DMS Coilover Setup: 6.6 lbs. The DMS suspension weighs a total of 58 lbs. while stock is 64.6 lbs. OR You can use the HKS RS Suspension that has a total weight of 48 lbs. which will save you 10 more lbs.
Removal of AC Compressor & Condenser: 29.6 lbs.
Steering Column Plastic & Metal Insert: 1 lb.
Installation of Carbon Fiber Trunk w/ out wing: 10.6 lbs. The stock trunk weighs 22.5 lbs.with no wing.
Stop Tech 335 mm Front Brakes: 7.7 lbs.
DC Sports Front Strut Tower Brace: 4.9lbs.
Remove Brake Shield: 1.5 lbs.
A carbon fiber hood is HEAVIER than your stock hood. Our stock hood weighed 20.2 lbs. and the carbon fiber hood that we purchased but never installed was 21.6 lbs.
More weight reduction experiences here: http://forums.evolutionm.net/showthread.php?t=202287
and here: http://www.evolutionm.net/forums/showthread.php?t=179875
and here: http://forums.evolutionm.net/showthread.php?t=174979 (I would really love this set of CF hood and trunk)
60 lbs, the BR exhaust weighs in at 23 pounds.
Installation of Buschur Racing Mini Battery Kit: 20 lbs. The stock battery setup weighs 37lbs, the BR kit weighs in at 17 pounds.
Removal of Front Bumper Support: 13lbs.
Removal of Rear Bumper Support: 17 lbs.
Removal of Spare Tire, Jack, and Tool: 37 lbs.
Removal of Intake Bracket & EGR: 5lbs
Removal of FMIC Sprayer Bottle: 5.4lbs (empty) 11.5lbs.(full)
Installation of Buschur Racing Intake: 4.1 lbs.
Removal of Interior Sound Deadening & Padding: 17.5 lbs.
Replace Factory Rims w/ SSR Competiton 17" wheels: 6.4lbs (Weight loss using stock size/brand tires will be more, this is a total weight saved factory in the a larger tire (255/40/17).
Replace Factory Suspension w/ DMS Coilover Setup: 6.6 lbs. The DMS suspension weighs a total of 58 lbs. while stock is 64.6 lbs. OR You can use the HKS RS Suspension that has a total weight of 48 lbs. which will save you 10 more lbs.
Removal of AC Compressor & Condenser: 29.6 lbs.
Steering Column Plastic & Metal Insert: 1 lb.
Installation of Carbon Fiber Trunk w/ out wing: 10.6 lbs. The stock trunk weighs 22.5 lbs.with no wing.
Stop Tech 335 mm Front Brakes: 7.7 lbs.
DC Sports Front Strut Tower Brace: 4.9lbs.
Remove Brake Shield: 1.5 lbs.
A carbon fiber hood is HEAVIER than your stock hood. Our stock hood weighed 20.2 lbs. and the carbon fiber hood that we purchased but never installed was 21.6 lbs.
More weight reduction experiences here: http://forums.evolutionm.net/showthread.php?t=202287
and here: http://www.evolutionm.net/forums/showthread.php?t=179875
and here: http://forums.evolutionm.net/showthread.php?t=174979 (I would really love this set of CF hood and trunk)
Differences between the GSR, GT and RS models
Here are some interesting article & infor on this subjects. Happy reading
Model Codes
Each Evolution model had a different 4-digit start of the chassis number [the V and VI were the same, CP9A, VII, VII GT-A and VIII were also identical, they used CT9A - see Technical Specification for the full list].
There is also a model number to distinguish between the GSR and RS. The tables below show the meaning of each digit [example is an Evo VI TME GSR]:
What's the difference between the GSR and RS?
The Evo I to III RS and GSR employ the same gearbox. The later Evo's are however, different. The GSR box has longer gearing.
The RS Model hasn't got ABS or AYC and the car is between 70kg and 100kg lighter [dependant on model - see Technical Specification] due to lighter panels and lightweight window glass. Although weight could be reduced further on the RS model by opting for the thinner gauge body, or by asking for a car minus the aerodynamic appendages.
There are a few more technical differences. These are:
Option of twin-plate clutch [from the 1996 Evolution IV]
TD05HRA-16G6-10.5T titanium turbocharger was employed on the Evolution VI onwards
RS has closer gearing for better acceleration. But top speed is between 125mph and 150mph depending on model.
RS's 0-60 is a fraction faster than the GSR times
The RS also has a quicker steering rack, 2.1 max turns [2.3 on the GSR]
Option of either a normal open front diff or a helical gear Limited Slip Diff ['worm gear' type]
Rear differential is a mechanical LSD
There are a few cosmetic differences also. These are:
The RS has black door handles and wing mirrors
The RS has no rear wash wiper
The RS has no front fog lamps**
In some cases the wheels are 15" steels [it was option to have GSR wheels]
The RS has no Climate Control, electric windows or mirrors; the seats are slightly different
The RS is available in Scotia White only
Smaller leather Momo steering wheel [365mm] with no airbag
No central locking and no radio-type keyless entry system
** For the GSR models that have foglights, the RS bumper is the same but has the spaces blanked out with covers
As for refinement, the GSR is the more refined of the two. It has all the extras you would find in any saloon car such as climate control, electric windows, electric mirrors, Alloy wheels etc.
The RS seats are more like the traditional bucket seats used in competition cars. Rally teams don't want climate control, nice seats, alloy wheels, ABS etc. as they would just have to ditch it all and replace it for high specification rally items or lose most of the equipment completely to save weight. The RS is a popular car with Group N teams.
The RS is a cheaper car, so if you were thinking of using the Evo a few times a month for a blast and for track days then the RS would seem a better option. But, if you are planning on driving the car frequently and like your luxuries then don't even consider the RS.
Other Evolution Models
OK, so you are clued about on the GSR, RS, but there are other Evo's you need to be aware of. From the 1992 Evo to 1996 Evo IV there were just the standard two models; The GSR and RS. The differences between these models are covered above.
There are some other models for the Evo V, VI, VII, VIII, VIII MR and IX. After the arrival of the Evolution V in 1998, the Evo model became a cult icon in the UK. Ralliart began to import the Evolution V and the Evolution VI. With years of knowledge and experience behind them, Ralliart began to experiment with the Evolution.
Below is some basic information on these extra special Evo's.
Evolution V/VI RS450 - UK Model
The RS450 upgrade was only fitted to the Evo VI. Although one Evo V RS did have the conversion done [white one featured in some magazines]. There were only 4 or 5 all based on eXtremes, and were based on the RSII, not an RS. So, air con, long gearing but no AYC or ABS. AP brakes were fitted to most of them but it wasn't mandatory and some had 4pot fronts with Brembo rears while the better option was 6pot front/4pot rear.
Why was it named the RS450? That was the torque figure they aimed for but never achieved. One has been measured [rolling roaded] at 383lbs/ft with 379bhp. 0-100 appears in just 8.8 seconds. A psychotic car! Ralliart also reckon 0-60 will appear in under 4 seconds. The original price tag was £44,000! Rare as rocking horse s**t! I have never seen one in the flesh. All the customer cars were mapped conservatively to make sure that none exploded - which they didn't! More aggressive mapping would get much nearer to the aimed 450lbs/ft.
Evolution VI/VII RSII - European Models
The RSII is a cross between a GSR and RS. From the Evo VI onwards there is also an RSII version that sits in the middle ground between the RS and GSR but is basically an RS with some added GSR equipment. The RS and RSII is also available in LHD, the GSR is available in RHD only.
Evolution VI/VII RS Sprint - UK Models
The Evo VI RS Sprint is a Ralliart tuned Evo VI RS that produces a healthy 320bhp. Modifications include a Ralliart ECU, ARP conrod bolts, HKS exhaust system and HKS air filter.
Evolution VI RSX - UK Model
It doesn't have AYC or ABS or climate control but it does have electric windows and mirrors and has aircon. It has upgraded Recaro SR seats with more thigh support than the standard GSR. It has the standard GSR gearbox but also has the Torsen front diff.
It also has a big 16G titanium turbo. This is the same turbo as the GSR but with a titanium shaft and turbo wheel and it isn't the same as the small titanium unit used on the Makinen editions. Some of the RSX's have had ARP conrod bolts put in but even Ralliart can't tell you which ones have and which ones haven't!!!
It also has a modified ECU to take account of the fact that there is no ABS and AYC. As a result of all this it weighs 1280kgs, which is approximately 80kgs less than the GSR. Due to the lighter weight it is supposedly slightly quicker to 60 but you're only talking tenths of seconds.
Evolution VI Tommi Makinen RS Monte Carlo - UK Model
The "Monte" is a Ralliart tuned Evo VI Tommi Makinen RS that produces a healthy 320bhp. Modifications include a Ralliart ECU, ARP conrod bolts, HKS exhaust system and HKS air filter. The front seats are changed to a pair of Recaro Black Recliners and the normal TME badging is changed to "Monte Carlo". Only 12 of these models were produced and to date, remain one of the rarest Evo's.
Evolution VI/VII/VIII Extreme/Extreme S/Extreme SC/Zero Fighter - UK Models*
Now, these are the ultimate Evo's. A few cosmetic changes, white and red colour-coding. The real deal! Not for the faint-hearted.
Head of tuning at Ralliart UK [now Xtreme Autos - See Ralliart goes "Xtreme"] Toney Cox stated that you would need a serious motorbike to keep with the Extreme [Quoted from the Mitsubishi Lancer Story DVD] I can believe him! The Evo VI Extreme can be picked up for under £25k now. A bargain! Power figures are as follows:
VI Extreme/Zero Fighter : 340bhp : 303lb/ft of torque
VII Extreme : 339bhp : 350lb/ft of torque
VII Extreme S : 357bhp : 383lb/ft of torque
VII Extreme SC : 458bhp [500 is available] : 410lb/ft of torque
VIII Extreme : 337bhp : 320lb/ft of torque
*Zero Fighter was tuned by MMC Japan.
Evolution VII/VIII FQ-300/FQ-330 - UK Models
These are basically slightly tuned GSR models. Some question the price of the FQ models as an upgrade to a GSR model would be cheaper than buying an FQ model.
VII FQ-300 : Exhaust system/filter : 301bhp : 300lb/ft of torque
VIII FQ-300 : Exhaust system/filter : 301bhp : 300lb/ft of torque
VIII FQ-330 : Exhaust system/filter/ECU : 330bhp : 305lb/ft of torque
Evolution VIII MR FQ300/320/340 - UK Models
VIII MR FQ-300 : Base Model: 301bhp : 289lb/ft of torque
VIII MR FQ-300 : Exhaust system/filter : 320bhp : 300lb/ft of torque
VIII MR FQ-340 : Exhaust system/filter/ECU : 340bhp : 320lb/ft of torque
Evolution IX FQ300/320/340/360 - UK Models
IX FQ-300 : Base Model: 301bhp : 289lb/ft of torque
IX FQ-300 : Exhaust system/filter : 320bhp : 300lb/ft of torque
IX FQ-340 : Exhaust system/filter/ECU : 340bhp : 320lb/ft of torque
IX FQ-360 : Exhaust system/filter/ECU : 366bhp : 363lb/ft of torque
Model Codes
Each Evolution model had a different 4-digit start of the chassis number [the V and VI were the same, CP9A, VII, VII GT-A and VIII were also identical, they used CT9A - see Technical Specification for the full list].
There is also a model number to distinguish between the GSR and RS. The tables below show the meaning of each digit [example is an Evo VI TME GSR]:
What's the difference between the GSR and RS?
The Evo I to III RS and GSR employ the same gearbox. The later Evo's are however, different. The GSR box has longer gearing.
The RS Model hasn't got ABS or AYC and the car is between 70kg and 100kg lighter [dependant on model - see Technical Specification] due to lighter panels and lightweight window glass. Although weight could be reduced further on the RS model by opting for the thinner gauge body, or by asking for a car minus the aerodynamic appendages.
There are a few more technical differences. These are:
Option of twin-plate clutch [from the 1996 Evolution IV]
TD05HRA-16G6-10.5T titanium turbocharger was employed on the Evolution VI onwards
RS has closer gearing for better acceleration. But top speed is between 125mph and 150mph depending on model.
RS's 0-60 is a fraction faster than the GSR times
The RS also has a quicker steering rack, 2.1 max turns [2.3 on the GSR]
Option of either a normal open front diff or a helical gear Limited Slip Diff ['worm gear' type]
Rear differential is a mechanical LSD
There are a few cosmetic differences also. These are:
The RS has black door handles and wing mirrors
The RS has no rear wash wiper
The RS has no front fog lamps**
In some cases the wheels are 15" steels [it was option to have GSR wheels]
The RS has no Climate Control, electric windows or mirrors; the seats are slightly different
The RS is available in Scotia White only
Smaller leather Momo steering wheel [365mm] with no airbag
No central locking and no radio-type keyless entry system
** For the GSR models that have foglights, the RS bumper is the same but has the spaces blanked out with covers
As for refinement, the GSR is the more refined of the two. It has all the extras you would find in any saloon car such as climate control, electric windows, electric mirrors, Alloy wheels etc.
The RS seats are more like the traditional bucket seats used in competition cars. Rally teams don't want climate control, nice seats, alloy wheels, ABS etc. as they would just have to ditch it all and replace it for high specification rally items or lose most of the equipment completely to save weight. The RS is a popular car with Group N teams.
The RS is a cheaper car, so if you were thinking of using the Evo a few times a month for a blast and for track days then the RS would seem a better option. But, if you are planning on driving the car frequently and like your luxuries then don't even consider the RS.
Other Evolution Models
OK, so you are clued about on the GSR, RS, but there are other Evo's you need to be aware of. From the 1992 Evo to 1996 Evo IV there were just the standard two models; The GSR and RS. The differences between these models are covered above.
There are some other models for the Evo V, VI, VII, VIII, VIII MR and IX. After the arrival of the Evolution V in 1998, the Evo model became a cult icon in the UK. Ralliart began to import the Evolution V and the Evolution VI. With years of knowledge and experience behind them, Ralliart began to experiment with the Evolution.
Below is some basic information on these extra special Evo's.
Evolution V/VI RS450 - UK Model
The RS450 upgrade was only fitted to the Evo VI. Although one Evo V RS did have the conversion done [white one featured in some magazines]. There were only 4 or 5 all based on eXtremes, and were based on the RSII, not an RS. So, air con, long gearing but no AYC or ABS. AP brakes were fitted to most of them but it wasn't mandatory and some had 4pot fronts with Brembo rears while the better option was 6pot front/4pot rear.
Why was it named the RS450? That was the torque figure they aimed for but never achieved. One has been measured [rolling roaded] at 383lbs/ft with 379bhp. 0-100 appears in just 8.8 seconds. A psychotic car! Ralliart also reckon 0-60 will appear in under 4 seconds. The original price tag was £44,000! Rare as rocking horse s**t! I have never seen one in the flesh. All the customer cars were mapped conservatively to make sure that none exploded - which they didn't! More aggressive mapping would get much nearer to the aimed 450lbs/ft.
Evolution VI/VII RSII - European Models
The RSII is a cross between a GSR and RS. From the Evo VI onwards there is also an RSII version that sits in the middle ground between the RS and GSR but is basically an RS with some added GSR equipment. The RS and RSII is also available in LHD, the GSR is available in RHD only.
Evolution VI/VII RS Sprint - UK Models
The Evo VI RS Sprint is a Ralliart tuned Evo VI RS that produces a healthy 320bhp. Modifications include a Ralliart ECU, ARP conrod bolts, HKS exhaust system and HKS air filter.
Evolution VI RSX - UK Model
It doesn't have AYC or ABS or climate control but it does have electric windows and mirrors and has aircon. It has upgraded Recaro SR seats with more thigh support than the standard GSR. It has the standard GSR gearbox but also has the Torsen front diff.
It also has a big 16G titanium turbo. This is the same turbo as the GSR but with a titanium shaft and turbo wheel and it isn't the same as the small titanium unit used on the Makinen editions. Some of the RSX's have had ARP conrod bolts put in but even Ralliart can't tell you which ones have and which ones haven't!!!
It also has a modified ECU to take account of the fact that there is no ABS and AYC. As a result of all this it weighs 1280kgs, which is approximately 80kgs less than the GSR. Due to the lighter weight it is supposedly slightly quicker to 60 but you're only talking tenths of seconds.
Evolution VI Tommi Makinen RS Monte Carlo - UK Model
The "Monte" is a Ralliart tuned Evo VI Tommi Makinen RS that produces a healthy 320bhp. Modifications include a Ralliart ECU, ARP conrod bolts, HKS exhaust system and HKS air filter. The front seats are changed to a pair of Recaro Black Recliners and the normal TME badging is changed to "Monte Carlo". Only 12 of these models were produced and to date, remain one of the rarest Evo's.
Evolution VI/VII/VIII Extreme/Extreme S/Extreme SC/Zero Fighter - UK Models*
Now, these are the ultimate Evo's. A few cosmetic changes, white and red colour-coding. The real deal! Not for the faint-hearted.
Head of tuning at Ralliart UK [now Xtreme Autos - See Ralliart goes "Xtreme"] Toney Cox stated that you would need a serious motorbike to keep with the Extreme [Quoted from the Mitsubishi Lancer Story DVD] I can believe him! The Evo VI Extreme can be picked up for under £25k now. A bargain! Power figures are as follows:
VI Extreme/Zero Fighter : 340bhp : 303lb/ft of torque
VII Extreme : 339bhp : 350lb/ft of torque
VII Extreme S : 357bhp : 383lb/ft of torque
VII Extreme SC : 458bhp [500 is available] : 410lb/ft of torque
VIII Extreme : 337bhp : 320lb/ft of torque
*Zero Fighter was tuned by MMC Japan.
Evolution VII/VIII FQ-300/FQ-330 - UK Models
These are basically slightly tuned GSR models. Some question the price of the FQ models as an upgrade to a GSR model would be cheaper than buying an FQ model.
VII FQ-300 : Exhaust system/filter : 301bhp : 300lb/ft of torque
VIII FQ-300 : Exhaust system/filter : 301bhp : 300lb/ft of torque
VIII FQ-330 : Exhaust system/filter/ECU : 330bhp : 305lb/ft of torque
Evolution VIII MR FQ300/320/340 - UK Models
VIII MR FQ-300 : Base Model: 301bhp : 289lb/ft of torque
VIII MR FQ-300 : Exhaust system/filter : 320bhp : 300lb/ft of torque
VIII MR FQ-340 : Exhaust system/filter/ECU : 340bhp : 320lb/ft of torque
Evolution IX FQ300/320/340/360 - UK Models
IX FQ-300 : Base Model: 301bhp : 289lb/ft of torque
IX FQ-300 : Exhaust system/filter : 320bhp : 300lb/ft of torque
IX FQ-340 : Exhaust system/filter/ECU : 340bhp : 320lb/ft of torque
IX FQ-360 : Exhaust system/filter/ECU : 366bhp : 363lb/ft of torque
Tuesday, May 1, 2007
The importance of power benchmarking
Team Fruity has been asked on many occasions, "Why do you use a software dyno and not an actual dyno? Isn't a normal dyno more accurate?"
There are many reasons for choosing a log analyzer to compute power and torque:
By using a single consistent means of measuring performance gains from tuning, using a common software tool, no matter where tuning is done across the world, Team Fruity is able to apply a universal measure to its cars to show gains from the now-famous Banana Tune.
Thus, it does not matter whether 350 is read as bhp or whp. The ever-important factor is to study the area between the curves, to see where gains in useable power and torque have been found. Most people make the mistake of only being obsessed about peak power and torque.
That is not the JDM way.
Side note: Tonight, 1 May 2007, in a friendly race, a JDM Evo IX GT tuned and rated by Team Fruity at only 350 bhp, outran a JDM Evo IX GSR dyno'ed at over 440 bhp. Q.E.D.
There are many reasons for choosing a log analyzer to compute power and torque:
- Firstly, dynos, even of the same brand and model, rarely ever perform the same as each other. Depending on how the dyno is calibrated by the shop, it can either be too high or too low. That is why so many disputes arise over why one person's tune seems to be 'unusually high'
- Secondly, dynos rarely are accurate on a day by day basis when they are regularly used. Regular maintenance and calibration on the part of the dyno shop is expected, but rarely adhered to. That is one reason why some dyno charts read differently from day to day on the same car.
- Thirdly, dynos vary from shop to shop, there are so many brands of dynos, some measuring from the engine, others from the wheel. Some have more rolling resistance, others have less. And so on.
By using a single consistent means of measuring performance gains from tuning, using a common software tool, no matter where tuning is done across the world, Team Fruity is able to apply a universal measure to its cars to show gains from the now-famous Banana Tune.
Thus, it does not matter whether 350 is read as bhp or whp. The ever-important factor is to study the area between the curves, to see where gains in useable power and torque have been found. Most people make the mistake of only being obsessed about peak power and torque.
That is not the JDM way.
Side note: Tonight, 1 May 2007, in a friendly race, a JDM Evo IX GT tuned and rated by Team Fruity at only 350 bhp, outran a JDM Evo IX GSR dyno'ed at over 440 bhp. Q.E.D.
Saturday, April 28, 2007
Tuning for Toluene
We all know the how a 20/80 mix of toluene/petrol increases 93 octane petrol to 96.4 octane, but what most people don't realize is that you can tune for toluene and get more reliable power from the car, as this chart shows:
Tuned + Petrol only : 362 bhp @ 6687 rpm; 349 tq @ 4297 rpm
Tuned for 20% Toluene : 381 bhp @ 5937 rpm; 373 tq @ 4687 rpm
Look at the increase in usable power, not just peak torque.
Tuned on a JDM Evo IX GT
Tuned + Petrol only : 362 bhp @ 6687 rpm; 349 tq @ 4297 rpm
Tuned for 20% Toluene : 381 bhp @ 5937 rpm; 373 tq @ 4687 rpm
Look at the increase in usable power, not just peak torque.
Tuned on a JDM Evo IX GT
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