Pikes Peak 2016 Time Attack 2 Class EVO 8 driven by Australian rally driver Jeff Denmeade of Meadsports with prep and crew support by Road Race Engineering. Tuning by David Hinde of Merlin Tuning.
Jeff’s recap of race day:
After seeing that we had a small chance to take the number 2 Viper, we knew 4th place was ours to loose, a finish was more important than a fantasy. The mountain was yet to play all it’s cards, it had 10 hours left to teach some lessons.
With an amazing amount of red flags that left us bewildered, with a huge amount of cars being turned around and sent back down the hill for restarts the day dragged on.
Finally the gates opened for us and we were let into the start zone area, safety checked, and given the clear order, we were now under starter orders. Revs raised, launch control enabled. Great start! The best all weekend. A good start, even on a rally usually, seemingly, sets the atmosphere for the mood for the run.
Concentrating on accuracy first for the lower section, quickly in 4th gear hitting all the high speed apexes, all in 4th gear. This sets the mind up for the run, accuracy first, speed second.
In all the run was effortless, even faultless, but at some point it felt like the car simply ran out of air, not pulling as strong as it did in practice, no real time to fight it, just had to keep getting it to the apexes. Suddenly cars were stopped all over the course, hoods up and steam coming out, in large places there was little grip on the pavement due to heat, brake zones were harder to read with over run forcing diving into the apexes.
Data later showed that the car ran out of air, due to a zone on the mountain where there was simply no humidity to cool the air going into the airbox, or radiator. The car became a barometer meter itself. The car spiked from 97 degrees Celsius, to a whopping 113 in this odd ‘dead-zone’. But the old dog hung in there.
Running the same specification we ran in 2010 when we won the Time attack class, even the same turbo, the old EVO proved it can run reliably, with simple ecu updates and reflashes running constant all week.
Typical of Pikes, we were entertained with a ice storm, then a hail storm at the top, leaving all of us to tip toe down a few miles on the ice with race rubber, when we were rounded up let loose to come down under a safety car. How we all made it down without someone sliding off is beyond me.
Only one car didn’t make up due to the storm, when the Ecoboost Mustang simply couldn’t go up the hills on the ice, at some point sliding backwards down the road, deciding to park it for safety sake.
End result, 4th, which was expected, and achieved, and not wasted. We drive the car up into the trailer on it’s own power, lock it down, and have a post race drink in the spa.
In reflection, it was an amazing year, and the team was simply the best to have around me. Mike and Matt and Bryce from Road Race Engineering in California, and our tuner David Hinde (aka Merlin) from Sydney kept the car at it’s peak, and were always ahead of the curve on anything that may have happened. We’ll be back.
Cheers to all.
Final results for Time Attack 2 Production were:
1st Place Nick Robinson 2017 Acura NSX Hybrid – 10:28
2nd Place Kevin Wesley 2016 Viper ACR – 10:39
3rd Place Stephanie Reaves 2016 Viper ACR – 10:56
4th Place JEff Denmeade 2003 EVO 8 – 11:32
5th Place Fumio Nutahara 2015 GT86 12:36
DNF Kash Singh 2016 Ford Mustang
Friday is the last of 4 days of practice on the mountain. For us, this was the middle section. This starts at Glen Cove just past the ski area and goes up past the tree line and through the “W”s and stops at Devils Playground. All the go up a couple minutes apart. Once all the cars go up, they clear the road and send everyone back down. The cars do any prep or changes and go back up again. We hope to get 4 or sometimes 5 runs on a short section like this. The drivers don’t get to connect the entire course until race day.
The car had been running fine all week. We were looking to see how the additional ducting that we had made the day before had changed. In the practice sessions we run from daybreak until 9 am. The weather is very cool. But come race day our start time wont be until about noon. And instead of running a short 4-5 mile section, we’ll be running the entire 15 mile course flat out. We wanted to compare coolant temps here with the higher to[ section that we ran earlier in the week.
We were also able to track the tire pressure at the altitude went higher to best set a start pressure. The run group that we are in has some wild cars. A good Pikes Peak car always looks like it was drawn by an 8 year old. Because of the thin air up this high, the aero is always exaggerated. You end up seeing crazy open wheel cars with giant double wings in the front and rear. Tunnels and diffusers, canards out a foot in each direction. We see the open class electric cars of Rhys Millen and “Monster” Tajima, stock cars, Mike Ryan’s Freightliner semi-truck, every concept of an open wheel car you can imagine…
Here is a video of the middle section practice run. One run, three different camera angles back to back.
As day two arrived, it was a 2:45 am wake up call to get ready to head up the mountain. It takes about a half hour to get through the gate and to the pits. Then set up, get the car and driver warmed up and be ready for the session to start as soon as it is light enough to drive without headlights. We have the Pikes Peak Highway available for practice and qualifying runs until 9 am each day. The competitors are divided into two groups of cars and one group of motorcycles and quads. Each group runs a different section of the 15 mile 152 turn course. The start line is at 9,000 feet with the finish just above 14,000 feet. The air is thin at the top!
It often works out that you get only 2 or 3 runs on the longer bottom section. On the two upper sections you can get as many as 5 runs if everyone behaves. Today will be our day for qualifying on the bottom section. It was the other race car group’s qualifying yesterday and will be the motorcycles for qualifying tomorrow. Early on there were some offs and mechanical break downs with the other competitors and it became clear that we would only get 2 runs. We chose to concentrate on data logging for boost and to monitor temperatures.
Our MeadeSports/Road Race EVO 8, which was taken back to stock configuration for this year’s event put in a good effort to qualify just 1.6 seconds behind the Electric Class Tesla running in Ludicrous Mode. We had been running 3rd in our class all week during practice. Running a bit behind the 2017 Hybrid Acura NSX and the faster of the two 2016 Viper ACRs. The second 650 hp Viper ACR finally found its mountain footing this morning and we were bumped. Our qualifying time of 4:48 put us 4th in class.
In all, the team was satisfied with the running and as the times got quicker. Jeff was actually faster than he had run in qualifying in 2012 in the Australian built carbon fiber Skelta sports car.
“We take these qualifying times as an indication, but race day is so very different than practice and qualifying as we run in the heat of the day on race day, whereas qualifying is done in the cooler early morning. We have half the power of the top 3 cars now ahead of us, but the mountain saves its joker cards until race day” Jeff said. “We’re getting closer to the business end of the week of work, I’m exhausted, but excited”, Jeff went onto say.
Tuesday the MeadeSports Road/Race Engineering team took use of the optional practice day to run on the bottom section to start data gathering and sighting the twisty tarmac that is this section of the spectacular Pikes Peak road. This day isn’t a mandatory day; mandatory practice starts Wednesday the 22nd.
Dr Alex and his Varis Widebody EVO 6 ran with the Porsche Owner’s Club at Willow Springs on the big track. Running in the GT-1 class in the Cup Race Alex qualified 11th in the Cup Race and finished 11th overall.
Alex also ran one session in the Time Attack and his 1:28 stood for the fastest time for the weekend.
The EVO 6 is powered by a RRE 2.3 with a Garrett GT3582R turbo. It runs on E85 and is tuned using an AEM Infinity ECU.
Major video game studios love the Dynapack dynos. The Dynapack hub style dyno is silent, they don’t get the tires on the rollers noises like from other chassis dynos, just all car noise. It also helps us while tuning since we are better able to her the engine sounds.
All mic’d up and nowhere to go. Here is a pic of Harry Kong’s Ark Performance wide body Genesis Coupe on the RRE Dynapack chassis dyno doing some sound recording today for a new video game. The level of detail for real sound these guys is nuts.
And yes those 325 wide Nittos are from the rear of this little Hyundai :-p
The 2nd car on the dyno for video game sound recording today. Coco Zurita’s #czgtr77 R35 Odd but for some reason this 3.8 V6 sounds a bit different from the previous 3.8 V6 that was on earlier :-) The GReddy exhaust sounds nuts on an angry GTR. At high rpm the sound between the turbos and intake and exhaust all combine to make this tearing violence noise that is pure music to the ears. I can’t say what game this is for but when you get the credits to upgrade to a modded GTR, you’ll get to find out what it sounds like to drive Coco’s car :-) 16 tracks of all car music. I counted some 16 different microphones including a Dolby 5.1 surround sound setup in the car for this session. Microphones on the intake, engine, interior, surface mount on the intercooler pipe, 8 on the exhaust alone. Fun stuff!
Matt Farah from The Smoking Tire put up this excellent PSA for those suffering from loss.
Yes that is Tony Bird’s 1G AWD!
Back to the track this weekend with Dr Alex and the EVO 6 Running with the PCA killing off some old tires, dialing in the new Ohlins TTX 3 way adjustable suspension and looking towards the POC Tribute to Le Mans Cup Race in May.
In the morning we went over the game plan for running the EVO 6 at the PCA Event. I explained to Dr Alex that since we were guests at this Porsche Club event, wouldn’t it be polite to stay off the boost button and not run away with things too much. “I’m a Porsche owner!” he says as he lays down the fastest time of all the TT run groups. So much for detante.
After setting fast time we spent the rest of the day smashing bugs on the front of the car. It rained on and off all day but at about 3 pm it came down pretty good. When it cleared up the rainbow came out i just the right place.
The Pirelli World Challenge race weekend was 4 days in Texas at the Circuit of the Americas, but it seems like it went this fast :-P
RRE went along to help service for Carl Rydquist and the CA Sport Nissan Team at Circuit of the Americas in Austin Texas with the #34 CA Sport Champion Spark Plugs Team Nissan 370Z Nismo ready to rock and hoping for a podium finish. Austin offered perfect weather conditions and large crowds of fans came out to enjoy the Pirelli World Challenge season opener.
After the dust had settled, Carl Rydquist came home with a 3rd place podium from a truly nail-biting race 1 and a pole position for race 2.
“I almost can’t believe it” says Carl. “I wanted and waited so long to get a shot to race in the Pirelli World Challenge and thanks to the amazing CA Sport Team Nissan and my crew guys from Road Race Engineering I found myself in a fierce three car battle for the Touring Car win. I ended up 2 seconds behind CA Sport regular driver Vesko Kozarov who ended up winning after 40 minutes of hard racing in the other team car [#3], and given this is my first race with the team and at the spectacular Circuit of the Americas that 3rd place pretty much feels like a win!”
Carl Rydquist set the fastest laptime of all drivers in race 1 which qualified him for the pole position for race 2. He set off in the lead from a standing start in front of Vesko Kozarov and second place finisher from race 1, Toby Grahovec, however after 11 laps of nail-biting action among the front-running cars he was forced to retire the car with a power steering fluid leak. Vesko Kozarov went onto claim 3rd behind Toby Grahovec and Nick Wittmer, adding to the tally of trophies for CA Sport Team Nissan.
“The second race began really well” adds Carl. “Toby and Nick’s cars eventually showed a lot more pace than in race 1 though but another podium seemed to be within reach pretty far in to the race and it is a bummer to miss out on championship points so early in the season, but in total there were too many positives to be anything but grateful. I am really happy for the CA Sport Team Nissan to get such a great start of the season and I am excited for the future!”
CBS Sports will air the races on TV on Thu March 17 at 8PM ET, with re-air March 17 9PM ET and March 19 12.30 ET.
The livestream from the races is available for encore viewing at MotorTrend OnDemand.
Next up on the Pirelli World Challenge Touring Car competition schedule is Canadian Tire Motorsports Park in Bowmanville, ON co-headlining with the NASCAR Canadian Tire Series as part of the Victoria Day Speedfest, on May 19-22, 2016.
Carl Rydquist’s next event on the competition schedule is a 3-hour twilight endurance race with the Prototype Development Groups’ Factory Five Racing GTM at Willow Springs International Raceway, CA, on Friday night March 11th, 2016.
Car: CA Sport Nissan 370Z
Race: Pirelli World Challenge at Circuit of the Americas 2016 Round 1 and 2
Driver: Carl Rydquist
Team & Sponsors: CA Sport / Road Race Engineering / Champion Spark Plugs, Pettit Kohn Ingrassia & Lutz / APR Performance, OS Giken / Stance / ADVAN GT / MOTUL
THIS is why we hang out with Coco Zurita! A quick recap of all the fun we had with Coco in 2015.
$122.99 inc the E85 Hose and clamps and Priority Mail 2/3 Day Shipping
The new AEM 320 lph drop in fuel pump for the EVO X (AEM part number 50-1220) is currently our go-to fuel pump for the best fit and best reliability. We never had much long term luck with the other drop in pumps for the EVO X. Premature wear and clogged up filters were becoming too common.
We have also seen many stock fuel pumps die, some on the dyno right in front of us. While the stock pump when everything is working perfect will keep up with up to 350 whp on pump gas, once the pump and fuel gets hot some random fuel pressure drop offs become common. This has caused some busted spark plugs and the resultant mess from running lean.
When we sell or install the AEM 50-1220 drop in pump for the EVO X, we include a new fuel pressure hose that is compatible with E-85. Even if you have no plans of running E85 now, sooner or later you will :-)
There will be random reviews around the web on other versions of AEM fuel pumps. They are older reviews and “How-To’s” before this EVO X specific pump was available. Some people try to use the Walbro 255 size pumps and they require special expensive adapters that eliminate the fuel filter housing. Look! No filter housing :-P
In addition to running no pick up sock, the car that this pump came out of had no fuel filter under the hood either. He was on his second motor after breaking sparkplugs on his first motor with this setup.
Many people confuse the fuel pre filter on the bottom of the pump for the actual fuel filter. That pick up pre filter is just there to keep swarf out of the fuel pump. You need a proper filter after the fuel pump (miniature inline screen filters don’t count)
This means that we prefer to keep the factory filter housing in place and functional. We have also seen some seriously sketchy fuel pump installs. Some by under water basket weavers, many with kinked hoses. Often with the wrong hose not rated for high pressure. Somehow something that seems easy to install ends up making a mess.
The AEM 50-1220 fuel pump also fits several other vehicles besides the 2008-15 EVO X and RalliArt. Here is AEM’s propaganda for all vehicles:
AEM’s 320lph E85-Compatible High Flow In-Tank Fuel Pumps feature robust internal construction that is designed to withstand the low lubricity characteristics of ethanol and methanol fuels, and are tested to work with ethanol fuels up to E100, methanol fuels up to M100 and all types of gasoline. This physical size of this fuel pump makes it a great replacement for the 2000-’09 Honda S2000, 2000-’05 Honda Civic, 1992-’01 Acura Integra, 2002-’06 Acura RSX, 2002-’15 Mitsubishi Evo, 2002-’07 Subaru WRX, 2013-’15 Subaru BRZ, 2013-’15 Scion FRS and many other popular enthusiast applications (NOTE:The plug wiring may need to be updated for some applications). Its compact, short body design (65mm length) with mounting hooks also makes it ideal in universal applications that have fuel tanks with tight tolerances.
The AEM 320lph E85-Compatible High Flow In-Tank Fuel Pump is designed for in-tank mounting on high performance naturally aspirated and forced induction vehicles. It features a compact 39mm diameter that fits most applications and an offset inlet design that eases installation.
The 320lph E85-Compatible High Flow In-Tank fuel pump includes a wiring harness, pre filter and O-rings. Every AEM 320lph E85-Compatible Fuel Pump is tested to flow 320 lph at 43 PSI before it is packaged for sale.
- Tested and compatible with ethanol fuels up to E100, methanol fuels up to M100 and all types of gasoline
- Designed for high output naturally aspirated and forced induction EFI vehicles
- In tank design
- Each pump is tested to flow 320 lph @ 43 PSI
- Compact body (39mm diameter x 65mm length)
- Includes pre filter, hose, clamps, flying lead, end cap and rubber buffer sleeve
Three short weeks ago, Coco Zurita’s GTR made an appearance at RRE to get ready for SEMA. Since then, the car has been totally redone! Since it made the debut Tuesday at the SEMA Show, we’re excited to finally release all the details.
First, we started working on installing the Rocket Bunny widebody kit in the middle of October. Don’t mind us, we’re just taking a sawzall to a $100,000 car here.
Yeah, that is wide.
We continued to massage the body kit install for the next couple of days, before we were able to take a look at the fitment on the new rear wing and diffuser. Looking good so far, but the timeline was SHORT! At this point, we only had about two weeks until it was time to hit the road and get to the show.
The next day, we got to install the brand new Project Mu brake pads and rotors – if you’re at the SEMA show this week, be sure to look at all the details on this build. Great sponsors really made this little details awesome.
The GReddy titanium exhaust went on. It looks great, performs well, basically weighs nothing, and really sounds killer.
We were waiting on more parts to show up, but in the meantime, Coco’s sponsor Red Bull came through to keep us caffeinated. Long nights of SEMA prep start to take a serious toll.
Considering the timeline on this project, things were moving along great, but about this point in the build, we had to pick up the pace. With just a few days to go until it was time to leave for SEMA we found out that a vinyl wrap just wasn’t going to happen. Plan B: time to paint. If any of you have painted a car (even a nice, reasonably new one), you know how much prep work is required. It was all hands on deck at this point.
We test fit the brand new intake manifold, and thanks to another great GReddy product, had no issues.
We also got the new KW Coil Overs installed, and the car was seriously sitting pretty. Whiteline urethane bushings, Whiteline sway bars finished out the suspension build.
Next, we got the Volk TE37s delivered in, and mounted a fresh set of Nitto NT01s.
The interior went back in… NEw Sparco seats with custom insets, Sparco race 5 point belts and a 4 point roll bar powder coated to match to the intake manifold and calipers.
Detailing got done, stickers went on, and it the CZGTR77 started to look like a real car again.
Not much room to spare when all was said and done – just how we like it!
Loaded and ready to go. The car went back together with barely enough time to get to Vegas for show setup. We made it out the door Monday morning, and got to the show with seconds to spare.
It was a rough three weeks of show prep, but there’s no doubt it was worth. If you’re at the SEMA Show this week, be sure to swing by the Zeitronix booth in Central Hall (24223) to check out the final product—she’s beautiful and thanks to the help of Zeitronix, she runs great. We’re proud to have gotten the opportunity to have to many sleepless nights of work on this build.
What is the best 3 port boost control solenoid for the Mitsubishi EVO? We like this one :-)
It comes complete with silicone hose and zip ties for mounting and securing hoses. The RRE 3 Port Boost Control Solenoid includes a direct plug in connector to fit the EVO 8/9/X
We use these about 8 times a week on all of the cars that we tune in house here at RRE. We find that it is more responsive and smother than the more expensive ones. Solenoids will make some noise when they are clicking so we typically will zip tie the BCS to a hose or wire loom to isolate the possible sound. These can be used with the 3rd port venting or with the air going back in. We typically vent it to keep things simple. Fittings are included to run the BCS either way. Many aftermarket intakes have janky fittings and tiny nipples that are not well secureds for the vent air to blow back in to the intake. The less you push and pull on those little fittings the better.
Last weekend, we had the opportunity to check out the annual Mitsubishi Owners’ Day at the Mitsubishi Motors headquarters.
RRE Team Driver Canaan O’Connell and models Erika Ocampo and Olivia Korte talked to fans and signed all day, and we got to hear the Jem FX/Jet Black Racing car, and it’s crazy anti-lag.
The show stayed packed all day, and the dyno stayed busy.
Check the gallery for more photos!
This video was shot earlier this year for the /DRIVE+ Channel on Youtube as a subscription only feature. It hasbeen released now to the public at large on the Electric Fedral Youtube Channel and here it is:
From Electric Federal:
Published on Jul 13, 2015
After ten iterations, the Evo is about to kick the bucket with no real successor in sight. We decided to pay homage to a modern tuner icon.
In our latest EF release, which first aired back in March on /Drive+, we profile two significant players in the Mitsu Evo realm: Mike Welch, the West Coast’s premier Mitsu tuner, and Canaan O’Connell, an up-and-coming star in the racing world. RRE and JemFX Motorsports make for a fun, mildly chaotic combination.
We had so much fun that we decided to profile their race at Pikes Peak in 4K.
No, we don’t just mean GoPro 4K. We mean all sorts of footage in 4K. We’ll update you on that soon.
Special Thanks to:
+ Mike Welch and Road Race Engineering: http://goo.gl/JgWFHD
+ Elia Popov and JemFX Motorsports: http://goo.gl/uQu5PB
+ Canaan’s parents for making Canaan (and therefore a cool subject)
+ Mitsubishi Motors for building (and then sadly killing) the Evo: http://goo.gl/AlVVWj
– Matt Genesis as Director/Editor
– Rony Karkar (a.k.a. “Ronky”) as Colorist
– Ian Norum on Camera
– Chris Belizzi as Grip
– Andrew Montiveo as Producer
We were able to get to Pikes Peak for some serious testing last week, and now we’re more ready than ever. Canaan had a good few runs on the mountain, and we’re confident in his abilities as a driver. He’s building a great driving record, and we’re happy to have him on the team.
Two very early mornings of testing is all that we get, so we made the most out of last Saturday and Sunday. We tweaked and made and adjustments as we went, and got the car as dialed in as it can be for the unique racing environment that is the high altitude mountain course.
Roy Narvaez wasn’t on the course this weekend, though he’s been making his final adjustments for Pike’s Peak as well.
With just 10 days to go, we’re looking forward to competing at Pike’s Peak. Keep on eye on our Facebook and Instagram pages for up to the minute updates starting June 26.
We are excited to be partnering with Hankook Tire for our four team cars covering four different racing series this year. With the right team and sponsors now in place, we’re looking for major successes across the board.
Hankook has graciously agreed to sponsor the following cars as part of our team lineup:
Canaan O’Connell pilots the Road Race Engineering Mitsubishi Evo 7 as an active part of the Road Race Engineering/Jet Black/JEM FX Motorsports Racing team. The car is currently running NASA, and will be at Global Time Attack events, as well as Pikes Peak this year. The left hand drive Evo 7 is running on Hankook F200 280/650/R18 tires, which will keep him planted on the track.
The Road Race Engineering Mitsubishi Evo 6, driven by Dr. Alex Marmureanu will run on Hankook F200 280/650/R18. Dr. Alex’s Evo 6 has been built and tuned Road Race Engineering, has been a part of the RRE race team for years, and has been featured at the SEMA Show as part of the team. Dr Alex runs with the Porsche Club of America and the Porsche Owner’s Club in both the Time Trial events and also wheel to wheel road racing.
The Road Race Engineering Mitsubishi Evo 8 is run by Roy Narvaez and will be competing at Pikes Peak this year. The Narvaez Racing Evo was built and tuned by RRE. This ex James Singer car is running a proven setup of an RRE 2.3 and Garrett GT3582R turbo with an AEM Infinity ECU, and will undoubtedly do well this year on the mountain. After running Pikes Peak, Roy is looking towards getting his road racing license with NASA and running wheel to wheel road race events. Updated livery is currently in the works.
Professional BMX Rider Francisco “Coco” Zurita owns and drives the Road Race Engineering GT-R. The Nissan GT-R will be a part of the Gumball 3000 rally, Global Time Attack, and SEMA Show marketing efforts. Tire specs are undecided, but with consultation from the Hankook team, will be an improvement for the team’s racing efforts.
RRE and driver Carl Rydquist first partnered with Hankook for the 2013 Formula Drift season, and the successful partnership led to the continued relationship between the two companies. Road Race Engineering is grateful for Hankook’s continued support, and is looking forward to representing the tire brand this season.
For more information on Hankook, visit their website.
“Dad, when do I get to go to the track to race?” OK, your turn buddy.
Bryce went to the actual Willow Springs Kart Track for the first time this weekend. Over the last year he has done lots of, well “free form” driving in parking lots, the shop cul de sac, playing on the ovals at Willow Springs and up on the Balcony when we’d go testing with the various drift cars. But this is the first time he’s been on a real defined Go Kart track with left and right turns.
I picked up a full size kart with a 100cc Rotax motor to chase him around and show him some lines. We both figured out pretty quick that you can’t turn and brake at the same time on a kart :-P He drove and drove until he ran out of gas. He pushed it to the pits, filled up and just kept going until at 4:00 we could hardly stand up in the Willow Springs afternoon wind.
Here is some pure in car video of the Jet Black Racing RRE EVO 7 running with NASA at Willow Springs on the Big Track. Canaan worked through the weekend to get the lap times down to 1:25. That was good for First Place in the Open Class Time Trial class.
Video shot and edited by Electric Federal
Here is some video from the first round of GTA at Buttonwillow #13 CW. The event was pretty much blown out with rain but we ended up with a 3rd place trophy in the AWD Unlimited class.
We are working with Jet Black Racing and JemFX Motorsports to run this old EVO 7 ex rally car at Pikes Peak in 2015. It started out as a Rhys Millen rally car. Rhys retired it to fast movie car status and had it rigged to support a remote mounted roof top camera crane gizmo and provisions for a camera operator to ride in the back seat area. JemFX is a stunt car and epic fireballs shop and Elia there ended up with it through some horse trading with Rhys. Elia ran the EVO 7 at the Silver State Challenge a few times, getting the fastest 4 cylinder car trap speeds.
Now the car has been fully rebuilt from the ground up with a new cage, track oriented Muellerized Ohlins suspension, a new motor and drivetrain and ever developing aero mods. The goal is running Pikes Peak this year in July with Canaan O’Connell driving. We’ll be running the car at various NASA and GTA events from now through June to further develop the car, the team and the driver.
2G DSM Eclipse 1G Motor Swap CAS Harness
This is a cam angle sensor harness for those of you who plan on swapping 6-bolt motor in your 2G’s.
What it does: It keeps you from digging around in junk yards for the connectors to make everything plug in. It allows you to not understand tricky wiring diagrams. It connects to a 91-94 1G Eclipse CAS on one side and at the other end it plugs into your 2G wire harness where your old 2G cam and crank angle sensors would have in order to give a cam and crank position signal to the ECU.
What it does not do: It does not help you deal with any potential random misfire codes. It does not read and understand for you all the information here and here. It does not make a 1G motor instantly magically start and run in your 2G. It does not explain you the difference between trying to use a green lid or black lid sensor. It does not work if you buy a ’90 CAS.
On ’97-’99 Eclipses, you need to grab this blue wire from the 2G CAM sensor plug and solder to the white wire coming out the CAS harness.
Price $70.00 Please specify _your_ vehicle year. Not the year of the motor or ECU, the year of the Eclipse is what we need.
COMING TOGETHER IS A BEGINNING.
KEEPING TOGETHER IS PROGRESS. WORKING TOGETHER IS SUCCESS. IN 2014 WE WON OUR FIRST PROFESSIONAL DRIFTING PODIUM IN FORMULA DRIFT PRO2.
HERE’S TO RACING FOR MORE TROPHIES IN 2015!!
Mean Machine. Pre-Season testing with the new Garrett GTX 4088R installed as well as the new C&R Racing NASCAR dogbox, at Willow Springs Oval.
Giving tribute to my friend Paul Walker by supporting his charity organization Reach Out World Wide, I ran the ROWW crest on the hood all season, and #ROWW on the quarter panels of my 350Z V8 Turbo.
Long Beach was one of the best times of the season. Full of fans and friends, and I was excited that the car had become really quick compared to 2013. We also gave a lot of interviews and created a great video from the event.
Price includes standard ground shipping within the lower 48 states.
We use and sell only ETS for intercoolers and piping. It comes down to value. There are some Chinese pipes out there that are cheaper. But the quality of the hoses is horrible and fitment is random. For the upper pipe often the support bracket to the radiator support will break off creating a boost leak. There are more expensive pipes out there too. Maybe they are cuter, maybe the company has a fast race car that they need to pay for. But the expensive pipes won’t make your car any faster. Here in “Kalifornia” we need to keep things on the stealthy side so we only offer the black piping with black couplers.
Mostly we recommend upgrading the intercooler pipes and the intercooler all at once. If on a budget, do just the upper pipe for now and the rest later. For the lower pipe and the intercooler install, the front bumper cover pretty much needs to come off. Might as well do them together.
ETS Upper Intercooler Pipe
The upper intercooler piping starts with a smooth mandrel bent 2.5″ stock turbo outlet pipe which connects to the remainder of the hot side piping. The stock turbo outlet pipe is separate to allow it to be swapped out with the installation of the ETS EVO X turbo kit to come so that the remainder of the upper piping can be retained. This ensures that you never have to “upgrade an upgrade” and spend more money on a new upper pipe when it comes time for a big turbo kit. Making the connection from the turbo outlet pipe to the intercooler is a single-piece mandrel bent 2.5″ upper intercooler pipe.
The ETS Mitsubishi Evolution X Upper Pipe removes the restrictive factory hose which is 1.75″ after the turbo outlet and replaces it with a full 2.5″ upper intercooler pipe which helps with throttle response as well as reliability. The factory hoses are prone to ballooning and blowing off under high boost over time.
- 2.50″ Mandrel Bent Piping
- Upper Intercooler Pipe
- Upper Intercooler Pipe Bracket
- 4-ply Silicone
- T-Bolt Clamps
- Includes all mounting hardware
ETS Lower Intercooler Pipe
The ETS Mitsubishi EVO X Lower Piping Kit removes the factory rubber hoses which are prone to ballooning and popping off under higher boost pressure over time.
From the intercooler outlet the 2.5″ mandrel bent piping continues around the core support, with only two smooth gradual radius bends in its entire length, to the lower intercooler pipe bracket before making a straight shot up to the throttle body. ETS 4-ply silicone and 100% SS T-bolt clamps are included for every connection to ensure that blown off intercooler piping stays a thing of the past.
- 2.50″ Mandrel Bent Piping
- Lower Intercooler Pipe Bracket
- 4-ply Silicone
- T-Bolt Clamps
- Includes all mounting hardware
- Does not block the oil cooler ducting like some of the competitor pipes
- Works with GSR and MR transmission as well as the stock airbox and blow off valve. (Direct replacement of factory unit)