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ghoonk

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.

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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.

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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.

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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.

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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.

ghoonk

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)

ghoonk

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

ghoonk

After driving my car for the past 8 months, I've realised that there was always this slight pause before the car starts to accelerate after I floor the throttle.

After some research online and in consultation with various tuners back in Singapore, I decided to upgrade my motor mounts to the Ralliart ones.

The garage I got this done at belongs to a friend and fellow Team Fruity member, and it took a total of 5 hours to get the old motor mounts removed, pressed out with a heavy press, and then had the new Ralliart ones installed.

Initial Impressions

The original rubber mounts were not only cracked (mine is a Dec 2005 Evo 8 MR RS), but had gone soft (though not as soft as the garage owner's 2002 Evo 7). Because of that, there was a lot of engine movement that caused power loss, but also made shifting at high rpms less accurate.

After the installation of the new mounts, the car certainly vibrates a whole lot more when idling and starting off. The vibrations that are usually absorbed by the stock bushings are now transmitted throughout the entire chassis.

Given that my car is an RS with no sound insulation anyway, this was no entirely unexpected, so moving on, I started driving the car.

And was completely blown away.

Shifting is completely CRISP, even better than (dare I say it) an S2000 (*gasp*). on full throttle, shifting at 7000 rpm, there is no hesitance for the engine to start pulling, and shifts engage even sharper than a bolt-action rifle. Every movement of the foot is IMMEDIATELY translated into forward movement, no pause, and everything just feels TIGHT.

For those of you running 6-speed gearboxes, upgrading your engine mounts will practically get you the same shifting precision as the 5-speed gearbox and cut out any vagueness or mushiness from the shifter.

Other benefits

Judging from how the engine and transmission are now relating to each other, I very much suspect that these mounts will actually prolong the durability of the clutch, the drivetrain and the engine. Why? With the stock mounts, under heavy engine load, the engine and drivetrain move out of alignment. When this happens, not only are you losing power, but the misalignment is (probably) not good in the long term for the parts that connect the engine to the drivetrain, and I suspect this will also prolong clutch life since the feel of the biting point is also significantly enhanced.

Alternatives

Research on the internet has revealed that there are engine mounts from Agency Power, Avid Racing and other vendors. Some Evo owners I know have tried these and found them to be too hardcore for daily use. The Ralliart ones came highly recommended as they do not rattle your interior to bits along with tooth fillings.

http://www.lancershop.com/customer/product.php?productid=872
http://evomoto.com/product_info.php?cPath=5&products_id=570&osCsid=579b81d1e12e53e31964c99b9b68fb18
http://www.stikiller.com/product.php?productid=16706&cat=244&page=1
http://www.stikiller.com/product.php?productid=16707&cat=244&page=1

Who is this mod for?

People who can bear with a bit more vibration coming into the cabin at idle, people who want to be to shift quickly at high rpms, people who want a PRECISE shifter feel, people who want to cut out the lag that comes as the result of engine movement under load. People who want better engine responsiveness.

Not bad for a mod that just cost AED1k. Smile

ghoonk rating: 8.5/10

Got Banana?

Tuesday, July 31, 2007

The Evo Racing Brake Pad Reference

Losing Weight

Differences between the GSR, GT and RS models

Review : Ralliart Motor Mounts for the Lancer Evolution CT9A

Fruity Deals for Team Fruity Dubai members

Sunday, July 29, 2007

The Team Fruity Affiliate Programme

Tuesday, May 1, 2007

The importance of power benchmarking

Saturday, April 28, 2007

Tuning for Toluene

Fruity News #48 : JDM Evo VIII MR

Fruity News #47 : JDM Evo IX GSR

Fruity News #46 : JDM Evo IX GT

Wednesday, April 18, 2007

Team Fruity in MPT Super Time Attack 2007 - HKS Hyper Challenge

Wednesday, April 11, 2007

Kenneth's 2005 Evo VIII MR RS

Tom's 2006 Evo IX GSR

Bejoy's 2002 Evo VII GSR

Are you a member of Team Fruity yet?

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