Aluminium Radiators & Engineering Pty Ltd
Unit 11 / 60 Kremzow Rd
Brendale QLD Australia

Ph +61 07 32054620 Email

 APC  Shop Race Car
(Advanced Performance Centre)

 - 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.


Kw's @ boost - Rob's 

Kw's @ boost APC


175 kw @ 14 psi

90 kw @ 6 psi


275  @  30

140  @  13


370  @  36

245  @  26


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 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.



Aluminium Radiators and Engineering Pty Ltd (ARE Cooling)
 While every effort is made to ensure details and information is correct at time of publishing Sunday, 05 August 2012
please contact ARE by phone, fax or email to confirm prices before order