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APC
Shop Race Car
(Advanced Performance Centre)
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Lancer Evo V1 -
It looks fast standing still !
17/11/04 - 9.98 @216kph. 20/11/04 -
9.92@242kph. - breaking either transfer
case or shafts every run. PPG gearbox holding up good.
18/06/05 - After waiting months for the new
PPG transfer case to arrive, the car was strapped down on the dyno today
& belted out 698 awhp without gas &
812 awhp with a shot. That's over 1000hp
flywheel ! This is the first time they have really packed our
intercooler tight with ice. Nothing broke. Test & tune next Saturday.
This makes it the most powerful 4 cyl. in Australia at this time,
surpassing our ARE 180's 788rwhp. Nick tunes our car, so I'll have to
threaten him with the loss of a limb (middle centre) next time we try
stepping up our tune !!!
This is how the car came in to our workshop.
Exhaust & cage by CES. |
This is how it left our work -shop. Mega hours, mega cramped,
mega trick ! |
First tuning session. Broke the gear box on this first dry ice run.
Note @110 kph, kw jumped from
135
to 245 & boost
11
to 26 psi. |
On display at the '04 Jamboree. 2 broken boxes inside 8 hrs - on the
dyno in 4th gear ! |
Yes it's big, but it absorbs 150
kw's
of heat @ 1200
cfm. |
Recovery tank with filler block incorporating air-water separator -
for big r's. |
The directional mesh used to 'pull' the air bubbles out of the water
to up under the cap seal. |
The block hugging outlet pipe needed for inter -cooler clearance |
If Nick runs Methanol, he wanted a big air-oil separator for
safety, just in case of a hemorrhage & then fire. |
This is looking up the air-oil separator tube - it's packed. |
Radiator we made. Nick was a little concerned with the size when dyno
tuning, for petrol, but it's doing the job easy. Mesh is to
protect core from pebbles slung off the slicks . The return road
does the damage. |
Macro of mesh guard.
Fabricated ic bracket |
Nearly there. Everything is tight on this side. |
Difference between Nicks throttle body (left) & Robs. Everything was
designed for maximum power. |
We have to start somewhere, & this gives an accurate clearance for
the core. They are expensive & non returnable ! |
Is this tough or what? Phat is not in my vocabulary. |
Notes to go with the
APC Application.
-
This is APC's own shop car, built in house. Exhaust & cage by Trev @ Custom
Exhaust. Cooling by Richard @ ARE.
- Nick (proprietor) built & tuned Rob Baracks engine & of course, this
one. The above dyno chart is the first tuning session, cut short by a second
broken diff. He was nowhere near finished mapping the Haltec E11, so
there's more to come. Fuel is VP C16.
- This engine is upgraded in most specs. from his previous builds,
especially turbo size, as can be seen in the following chart.
- Even though this is noticeably the biggest
turbo he has run on these engines, he has gone up
in wheel size again after this first run on
dry ice. He went up again (second time), in turbine wheel size after the
first test & tune, as he could actually leave the line @ a fast idle!! It is
just heaps better on spool up than air-water & nubeleivably better than air-air
intercooling. Please remember that this only applies to
ARE intercoolers, as they are unique in both their
computer modeling & construction.
|
speed |
Kw's @ boost - Rob's |
Kw's @ boost APC |
|
90 |
175 kw @ 14 psi |
90 kw @ 6 psi |
|
100 |
275 @ 30 |
140 @ 13 |
|
110 |
370 @ 36 |
245 @ 26 |
|
120 |
399 @ 36 |
320 @ 25 |
- The same tyres were used on both dyno runs, & both driving 4 wheels.
- At
25 psi
Robs engine made
250 kw,
where as Nicks made 300
through to
366 kw,
but further up the rev range, so they certainly are different animals.
- Robs engine only made 8% more power at the top of the curve, remembering the
tune was not changed, however Nicks engine made 16% more power. It will be
interesting to see what happens when the tuning is completed. Rock on the new
Phizer gearbox.
- The best gain is 82%, which when you consider the turbo size & only 25 lb
boost, is a very good result. It could go either way when tuning is complete,
but when the boost is wound up to the mid 30's & the outlet temps. possibly
double, the % gains should increase.
17 / 11 / 04. - Nick did his licensing passes at the Wed. test & tune, actually
not braking anything, but the gear changes were 'granny' slow & the tuneup soft.
One good pass of 9.98 secs @ 216 kph. (134mph). Less than ½ filled the
intercooler with dry ice for these runs.
20 / 11 / 04. - Qualified with 9.92 secs. @ 242kph (150 mph), again with
'granny' changes. Second run was drama with too much water in the pad causing
the tyres to fry in first which made it real hard to get second gear. Third run
was running the hardest when the tailshaft let go, & then the front left half
shaft broke, oiling down the track with both gear oil from a broken case &
engine oil from a punctured sump. On the one full pass the dry ice 'burn rate'
was just about spot on to our computer modelling prediction before we started
initial fabrication - allowing for the fact that Nick has gone up two turbine
wheel sizes over what he thought would be right. In the next 6 months we should
have enough data base that there will be no guestimates at all - just very
accurate predictions - & that's more satisfying to me than fabricating the
units.
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