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.
Tom's Turbo Garage: Eagle Talon AWD Turbo Upgrade - Part Two
In this episode, we finish the T3 based PTE 6266 turbo upgrade on my DSM. After getting all of the parts bolted in, we go for a road test to get the initial ECMLink tune nailed down.
You can see a complete modification list and many more photos and details at http://talon.turbomirage.com
For more details on my DIY water alcohol injection setup, please visit http://www.turbomirage.com/water
Thanks for watching!
EVO Track Record! - Andy Smedegard at Blackhawk Farms - Boosted Films
on 5-28-12 Andy Smedegard set a new standing start record in his 2006 Mitsubishi Lancer Evolution at Black Hawk Farms Raceway. The previous record holder was Ron Adee, and he was driving a full tube chassis Ford Taurus. Congratulations Andy! Great driving!
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Event hosted by: MCSCC - Midwestern Council of Sports Car Clubs - http://www.mcscc.org/
Camera: Canon XH-A1
Software: Adobe Preimiere Pro
Constancy Part One, Kevin MacLeod (incompetech.com) Licensed under Creative Commons "Attribution 3.0" http://creativecommons.org/licenses/by/3.0/
In car footage Provided by: Andy Smedegard
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 : http://www.racepartsolutions.com/categories.asp?cat=2
4G63 Datsun 1200 - Jett Racing
Mitsubishi 4G63 turbo powered Datsun 1200 Ute by Jett Racing. Racing in the Pro Compact class at the 2012 Sport Compact Brisbane Jamboree.
EVO 8 - 4" Aluminum Exhaust
4" Aluminum Exhaust from the downpipe back. Fabbed by Russ @ Dead hook Tuning. PTE 6266/E85 powered 2003 EVO VIII GSR.
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 HTA86 turbo
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
Manley Connecting Rods
MANLEY H BEAM SERIES
3 "R" SUFFIX - ARP 2000 bolt upgrades
3 H-LITES - Lightweight versions with 3/8" ARP 2000 bolts
3 H-PLUS SERIES FOR SPORT COMPACTS - with ARP 625+ cap screw
Don't be fooled; not all H-BEAMS are created equal. Manley H-BEAMS are not only very "economically" priced, but they are finished to the same exacting tolerances and high quality standards as our Sportsmaster® and Pro Series rods. Final hone size, thread detail, bend and twist - these are attributes we take very seriously. You will find the Manley H-BEAM rods superior to others on the market.
"H" BEAM STEEL CONNECTING ROD
WITH ARP BOLTS
Forged from 4340 chrome moly steel, fully machined and shot peened, Manley rods are designed for use in today's high performance engines. The following guidelines will insure service and longevity expected of this premium rod.
FITTING IN BLOCK
A minimum of .060" clearance MUST be maintained between the connecting rod and the engine block or camshaft. If clearance problems exist between the connecting rod and engine block, it is highly recommended that the block be clearanced for the rod, not vice-versa, in order to maintain the structural integrity of the rod.
The following clearances MUST be maintained to insure proper connecting rod performance. The big end housing bore is sized to provide proper "crush"; connecting rod bearing to crankshaft clearance should be set at .002" minimum to .003" maximum during assembly. Side clearances on both rods should be a minimum of .015" to a maximum of .025" per pair. Recommended side clearances for the Ford 4.6L and 5.4L are .010" - .020" and .015" - .025" respectively per pair. (Actual side clearances are subject to variation based on personal preferences of the engine builder.)
The recommended wrist pin clearance is .0008" minimum to .0015" maximum. In some cases, depending upon actual wrist pin diameter, this MAY NOT provide adequate clearance and may require sizing at the time of installation.
FASTENERS PROPER FASTENER INSTALLATION WILL PREVENT ROD FAILURE!!
Ninety percent of all rod failure are due to incorrect fastener installation and/or maintenance.
Bosco's 700hp EVO IX at The Shop CT
Bosco's 2005 Mitsubishi EVO IX.....
The current setup is a Headway Performance 2.0L with 10:1 wiseco HD,
Manley turbo tuff rods, NON ported head, 1mm oversized valves, GSC S2
cams, springs and retainers, DI Large plenom intake mani, hks DLI
ignition, Buschur Racing piping and BFMIC, STM FF hta3586 turbo kit,
and one badass tune "Kenny Tune".....
Pump Gas 93oct - 611WHP
VP C16 Tune - 696WHP
The Shop CT