Looking good Donald.
Jon.
Jon.
Madmac Motorsport's Twincharged Evo 5
During the winter build of the old Evo 5 hillclimb slag I decided to look at ways of reducing the turbo lag which was becoming an issue and costing precious hundredths of seconds on the hills last year. It never lacked top end power but the lag really started to get to me and i knew i could make it quicker point to point by reducing the lag - but keeping top end power.
I looked at many possible ways to do this but in the end settled for adding a supercharger to run in conjunction with the turbo.
Designed and built by myself with input from friends and members on MLR, most parts have been fabricated in my garage from whatever was lying around, the end result has been worth the blood, Sweat and tears I've put into this.
We've had her on the dyno at Wallace Performance in Aberdeen and had surprisingly few teething problems considering the unknowns and the huge amount of bespoke parts that needed to be designed, fabricated and made. Initial mapping is done now and the whole package is showing some serious potential! We've decided to keep the system at it's minimum until i do reliability tests and learn how to drive it properly :angel:
I've also designed and built a tubular front subframe and arms (total 9Kg
) to reduce front weight and while i was at it, it seemed rude not to play with the suspension geometry!
I want to thank a few people for their input and help:
Russ and the guys at Wallace Performance who did the mapping and supplied parts/tea/banter etc. Top guys and never ones to shy from a challenge! Can't thank you enough:smthumbup. http://www.wallaceperformance.co.uk/
My mate Steve Marr who is the main technical guru, and who i regularly bugged to ask lots of questions on a daily basis:smthumbup.
My mate Graeme Wight Jnr for his help with the front subframe and major suspension geometry changes, Exhaust and general setting up
Alan Young Engineering Ltd for the quality machined bespoke pulleys and parts, Spot-on parts and great prices http://www.timingbeltpulleys.co.uk/pages/home.php
And everyone else who suffered because of my constant lust for knowledge during the build:smthumbup
As yet i've to do some miles and get her setup for the start of the 2010 Scottish Sprint & Hillclimb Championship, so for the moment i'm being realistic about expectations & screwing the nut until i check everything over and get used to driving it. Hoping to do some track testing soon though. I've had her out for a short drive and so far the whole package is working impressively. Instant delivery at anything above 2500rpm with absolutely awesome accelleration in every gear! This is on it's lowest boost setting too....
Over the next few months The guys at Wallace Performance & I are going to refine some of the setup and see what she's really capable of! We know we can find a lot more power & torque with some simple changes.
Meantime i'm happy with the initial results and looking forward to Doune Hillclimb in 2 weeks Should be fun!
Keep watching....
I looked at many possible ways to do this but in the end settled for adding a supercharger to run in conjunction with the turbo.
Designed and built by myself with input from friends and members on MLR, most parts have been fabricated in my garage from whatever was lying around, the end result has been worth the blood, Sweat and tears I've put into this.
We've had her on the dyno at Wallace Performance in Aberdeen and had surprisingly few teething problems considering the unknowns and the huge amount of bespoke parts that needed to be designed, fabricated and made. Initial mapping is done now and the whole package is showing some serious potential! We've decided to keep the system at it's minimum until i do reliability tests and learn how to drive it properly :angel:
I've also designed and built a tubular front subframe and arms (total 9Kg
) to reduce front weight and while i was at it, it seemed rude not to play with the suspension geometry!I want to thank a few people for their input and help:
Russ and the guys at Wallace Performance who did the mapping and supplied parts/tea/banter etc. Top guys and never ones to shy from a challenge! Can't thank you enough:smthumbup
. http://www.wallaceperformance.co.uk/My mate Steve Marr who is the main technical guru, and who i regularly bugged to ask lots of questions on a daily basis:smthumbup.
My mate Graeme Wight Jnr for his help with the front subframe and major suspension geometry changes, Exhaust and general setting up
Alan Young Engineering Ltd for the quality machined bespoke pulleys and parts, Spot-on parts and great prices http://www.timingbeltpulleys.co.uk/pages/home.php
And everyone else who suffered because of my constant lust for knowledge during the build:smthumbup
As yet i've to do some miles and get her setup for the start of the 2010 Scottish Sprint & Hillclimb Championship, so for the moment i'm being realistic about expectations & screwing the nut until i check everything over and get used to driving it. Hoping to do some track testing soon though. I've had her out for a short drive and so far the whole package is working impressively. Instant delivery at anything above 2500rpm with absolutely awesome accelleration in every gear! This is on it's lowest boost setting too....
Over the next few months The guys at Wallace Performance & I are going to refine some of the setup and see what she's really capable of! We know we can find a lot more power & torque with some simple changes.
Meantime i'm happy with the initial results and looking forward to Doune Hillclimb in 2 weeks
Should be fun!Keep watching....
Attachments
2181 - 2200 of 2422 Posts
While the engine is out I thought it best to inspect inside the gearbox.
Found the centre diff bearing spigot has sheared off. There was no sign of this when I had the car out at Doune in September.
The break is conical so the diff has been supported to an extent, but has been running out of alignment and chipped the CW/P teeth :wallbang:. No damage to the casing or the rest of the box thankfully, but a few bearings will be replaced as it looks like debris has gone though them. I doubt this would have been noticed until the diff went so far out of alignment it contacted the casing or tore whole teeth off. Glad I checked now!
I'm looking to get the centre diff end casing made from billet to give that area more strength - it's a fairly easy part to make. The OE diffs are cast steel and quite weak, although to be fair i've not seen this part fail before.
The engine bay build continues meantime
Found the centre diff bearing spigot has sheared off. There was no sign of this when I had the car out at Doune in September.
The break is conical so the diff has been supported to an extent, but has been running out of alignment and chipped the CW/P teeth :wallbang:. No damage to the casing or the rest of the box thankfully, but a few bearings will be replaced as it looks like debris has gone though them. I doubt this would have been noticed until the diff went so far out of alignment it contacted the casing or tore whole teeth off. Glad I checked now!
I'm looking to get the centre diff end casing made from billet to give that area more strength - it's a fairly easy part to make. The OE diffs are cast steel and quite weak, although to be fair i've not seen this part fail before.
The engine bay build continues meantime
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I remember you had a mainshaft break but not a centre diff!
Good news is Samsonas have stepped up to the plate again
. Can't say fairer than that :smthumbup
Re-reading those last posts and for the avoidance of doubt Paul had a Cusco diff break the same as my OE centre diff has done. The shaft referred to isn't a Samsonas part either :smthumbup
Sorry if there was confusion
Sorry if there was confusion
I'm waiting for the billet centre diff casing to arrive before I can finish the box and get the engine/box back in. Hopefully it will be here by the weekend. The loom is a good way on now too.
I'm using the spare time to get a few other jobs done. The calipers were looking tatty so they are getting the treatment just now.
Hopefully i'll have more of an update after the weekend. The season starts in 8 weeks
I'm using the spare time to get a few other jobs done. The calipers were looking tatty so they are getting the treatment just now.
Hopefully i'll have more of an update after the weekend. The season starts in 8 weeks
The billet centre diff housing arrived last week so the box is built and the engine is back in the car and waiting the loom and sensors to arrive. I gave the calipers a paint in a high temp caliper paint but still have the Brembo masking vinyls to make so I can paint the logo onto them. The seals have been replaced as well :smthumbup
There's a photo of the lightened drive flanges - 450g removed from each a few years back
The front subframe has been crack tested again and is showing no signs of any deterioration so I'm almost ready to start building the production model . The next stage of this is to machine an alloy slab to spec for the jig. The 3D model used to make the mocked up jig matches the prototype subframe from the car. The first time the 3D scan of the prototype and the computer model have been checked against the original and all is good :smthumbup
There's a photo of the lightened drive flanges - 450g removed from each a few years back
The front subframe has been crack tested again and is showing no signs of any deterioration so I'm almost ready to start building the production model . The next stage of this is to machine an alloy slab to spec for the jig. The 3D model used to make the mocked up jig matches the prototype subframe from the car. The first time the 3D scan of the prototype and the computer model have been checked against the original and all is good :smthumbup
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Every little helps!
The wishbones are made bespoke for the subframe as the roll centre has been corrected and it has adjustable anti-dive. The wishbones weigh 1.7kg each with the bearings
Yes i kind of need good brakes for the first corner after launch and we dont get a chance to put any heat into the brakes before launching. The XP8 and DBA disc combo is brilliant even when everything is cold, but the disc thickness is way OTT for hillclimbing.
I have thought about using non vented discs as i rarely get the brakes hot on a hillclimb, but some sprints would need the vents. Spaceframe tiddles will use smaller discs and calipers as she will be around 650kg and won't need anything too big or heavy
I have thought about using non vented discs as i rarely get the brakes hot on a hillclimb, but some sprints would need the vents. Spaceframe tiddles will use smaller discs and calipers as she will be around 650kg and won't need anything too big or heavy
The wiring loom is nearing completion and should be back with me in a week or two. I decided to go with paddleshift since the ECU and wiring now supports it. This was going to be something for the future but I decided I may as well do it now while i'm changing so much on the car.
The system uses a compressor and accumulator for the air pressure for the moment but in the future I will have a refillable 200Bar bottle in the car without the compressor. I should get 3 or 4 runs from one bottle fill and have a diving air bottle here for the air jacks I can use to fill the on-board bottle. For the moment the compressor system will be ok (but heavier than I would like it to be)
I've done away with the gearlever and linkage and mounted the gear actuator on the gearbox. The bracket was very tricky to make as it's so far above the nearest bolts to hold it. I ended up with 2 carbon brackets and an aluminium strap to make it as rigid as it needs to be. The bottle inside the car is on a carbon bracket, again bespoke, and very strong. I'm not keen on that coming loose inside the car should I have a shunt
There's still much to be done and it looks like the car won't be ready until nearer the middle of May. Until the loom arrives I can't finish fixing the hoses to the car securely and everything will need a good clean and polish as it's put together.
The system uses a compressor and accumulator for the air pressure for the moment but in the future I will have a refillable 200Bar bottle in the car without the compressor. I should get 3 or 4 runs from one bottle fill and have a diving air bottle here for the air jacks I can use to fill the on-board bottle. For the moment the compressor system will be ok (but heavier than I would like it to be
)I've done away with the gearlever and linkage and mounted the gear actuator on the gearbox. The bracket was very tricky to make as it's so far above the nearest bolts to hold it. I ended up with 2 carbon brackets and an aluminium strap to make it as rigid as it needs to be. The bottle inside the car is on a carbon bracket, again bespoke, and very strong. I'm not keen on that coming loose inside the car should I have a shunt
There's still much to be done and it looks like the car won't be ready until nearer the middle of May. Until the loom arrives I can't finish fixing the hoses to the car securely and everything will need a good clean and polish as it's put together.
Attachments
I sold it last week as I had an offer i really couldn't refuseStuff "Tiddles"
How is your SD1
Have bought another Twin Plenum to use and not worry about getting dirty. I took a year out from Tiddles to do the restore so now it's Tiddles time. The SD1 will be a road toy until I restore it to concours
2181 - 2200 of 2422 Posts
