My car is back to life after being under the knife for 2 months for a full engine build. 2.0 liter 4G63. Motor was self built by me and a friend. Wiseco 10.5:1, Manley turbo Tuff I-Beam rods w/ ARP 625+ hardware.
Evo VIII Engine BUILD by AJ Motor Sports Inc.
Taller de Autos | Mecánica Especializada | Dyno AWD | Audio | Tuning |
Tapicería | Pintura Personalizada | Venta de Accesorios | Rines y
más!!Visita: www.AJM.com.pa o llame al: (507) 203-6162 Ciudad de Panama-
Filmed and edited by AereoVisual.com
600HP Lancer EVO IX Launch Control 0-270km/h
I have filmed an insanely fast Mitsubishi Lancer EVO IX tuned up to around
600hp by Cambiocorsa Performance, an italian tuner specialized in Japanese
cars. Video shows some loud launch control starts of the EVO including a
full throttle acceleration 0-270 km/h on a closed course.
Cambiocorsa Performance official Facebook page:
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Holset Oil Drain - The Right Way in HD
Watch It In HD!!!
This is my first HD video. I hope that you enjoy it.
Since I built the car, I was told to watch the drain since I used a rubber
hose. I normally check the car weekly if not more often and on this
particular day I found that my drain was a bit larger than usual.
When I started the build, I knew that I was going to run a Holset turbo. The company has release all the info on
oiling requirements, so I decided to use them. They called for a drain that
was no smaller than 19mm which is bigger than -10AN yet smaller than -12AN.
To ensure that I had the minimum size covered, I went with a -12AN drain.
This is not easy and no one currently sales a bolt-on -12AN drain. One
reason is that the return hole in the oil pan is too small and must be
enlarged to have a true -12AN drain. It would be senseless to install all
those expensive fittings and have it bottle neck at the oil pan. This just
takes a little effort and thought.
I had a -12an bung welded into the oil pan. I then purchased an adapter
that would bolt to the bottom of the Holset with 3/4in NPT threads. I then
used a 3/4in NPT to - 12AN adapter off of the CHRA. The front motor mount
also has to be slightly altered to allow clearance of the drain (You can
see this when I am installing the new fittings). All of this was done
during the build, so I do not have footage of it but it is all easily seen
in the video.
When I first tried to assemble the drain, I was trying to use a different
style of fitting with stainless steel hose and they were entirely too
large. They would not line up without hitting each other and there was no
way to trim them. This was the only thing stopping me from starting the car
so I went to the local auto parts store and found a hose that would fit. IF
YOU ARE IN THIS SITUATION BUY THE RIGHT FITTINGS TO AVOID THE DISASTER I
ALMOST RAN INTO. This hose only had 1900 miles on it when this occurred. On
the bright side you have a video to shed some light on the problem.
I ordered my fittings from a company called Race Parts Solutions. They were
very helpful with the return issue and their customer service was great.
The rest of the fit and modification can be seen in the video. I cannot say
that the same fittings will work for your application because the manifold,
turbine housing, and where you weld your oil pan bung play a large role in
where your drain will need to be.
I choose to use a fiber braided push lock hose instead of just the flexible
push lock hose. I went this route because the oil drain is exposed to the
roadway and the fiber braided hose is better protected against debris. I
also used boot band clamps to secure the hose but they make clamps
specifically for that.
All in all it is not a hard job; it just takes a little time, thought, and
ingenuity. If you find a set of fittings that work for you, please let us
know what they are and your setup in the comments. I hope that this helped
you get Boosting and I really hope
that you enjoyed the HD footage.
Below are the links to the CHRA adapter that fits the Holset and the
website I purchased my fittings from.
Last adapter on this page : https://turbodaves.com/Flanges_Accessories.html
Just one source where you can find AN fittings :
Nissan GTR vs Mitsubishi EVO FQ 400 - Fifth Gear
In this classic Fifth Gear clip these two Japanese super cars are going
head to head to see which is best, first is an autotest and the second a 2
For more fantastic car reviews, shoot-outs and all your favourite Fifth
Gear moments, subscribe to our Official Channel -
3 year old driving a Mitsubishi Lancer Evo 6 with 320hp MUST SEE!
Watch this 3 year old girl pushing a Lancer Evo 6 to the limit.
Keep supporting us making these kinds of videos. Just go to
FaceBook.com/VanMaarenAutos and click the 'Like' button. Much appreciation
This car is sold. Check VanMaarenAutos.nl or VanMaaren-Exclusive.nl to see
the current offer.
Built Evo showing off on the street
HX40// Built motor// built trans// E85
21psi here, soon to be 30psi.
27 psi pulls here: http://www.youtube.com/watch?v=nlOREJELBf0&feature=g-upl
K.P. Tuning Evo 8 721whp 6266 meth 36psi dyno pulls
K.P. Tuning hitting the Dyno for the last time in 2011
with the new 2012 setup. Using JMF's new vband turbo kit and a pte6266 turbo the car laid down 721whp on the Dynojet at 36psi. The car is
only on a single 675ml nozzle for the meth and is running a Clutch masters
fx300 with a 4 puck disc as of now.
Celica2Evo's 2003 Evolution 8 708AWHP/ 552 AWTQ
Lima Racing- Celica2Evo's 2003 Evolution 8
Dave Buschur Tuned/ Buschur Built
The Setup:BR Stage 3, 2.1 liter with Manley pistons and GRP rods.
BR Stage 3 head
BR 272 cams
BR double pumper (standard)
BR fuel rail with stock regulator
BR 3" turbo back
BR forward facing turbo kit with FP
BR fabricated intake manifold
BR upper and lower i/c pipe kit
BR battery kit
BR Race FMIC
BR coil on plug ignition
BR 65 mm throttle body
BR dual stage Boost controller
Bushwhacker Stage 1 trans
Sunrise E85 for fuel