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Official magazine of the Mitsubishi Lancer Register
Issue 57
Luck of the IRISH Kenny Wylie's
Tarmac Terrorist Evo!
INSIDE
MINT! JOHN FLETCHERS STUNNING EVO5GSR, POLISHED BLISS CAR CARE & OHLINS TECH REPORTS, PACE WARD MLRSS, TIME ATTACK, MML SPORTS, AAA SALOONS, RALLYCROSS, DRAG, REGIONAL REPORTS AND MORE!
WE ARE THE CHAMPIONS! MLR TAKE TOTB IX TEAM TROPHY
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Feature
Words by AndyM Images by Simon Miskelly
Luck of
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the Irish
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Feature One phrase that has stuck with me through the build of this car came from the late great Colin Chapman “A 6mm bolt could lift a bus, so why are we using a 6mm bolt”. His dedication to weight saving measures was the extreme and ultimately what we wanted to achieve with Kenny’s Evo, and at 1046kg’s wet including a full tank of fuel, I hope you agree we’ve succeeded. Where do I start? Kenny has been a customer of mine for 6 years, in this time the car you see before you now has been through 3 different engine incarnations, 2 shells and as many gearbox and transfer case combinations as I care to remember. It was very innocent to begin with; a little white water damaged Evo 4 RS with a set of up rated differentials. At this point if it knew its life’s plans it probably would have driven off the nearest port and swam home to Japan. Kenny’s road transport at the time was another 4 that I had built for a previous customer with an 8MR engine on
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Words by AndyM Images by Simon Miskelly
Autronic running 400/400, so a plan soon hatched to blend the two together and sell the soon to be standard Evo 4 road car in the middle. The hybrid was immense fun with the addition of a bolt in cage, some proper tyres and a Greddy T67 with the wick was wound up to 430bhp, it won the Irish Time Attack round at Mondello Park that year in a unique sideways fashion. As always greed took hold and the engine was soon forged, now with over 500 on tap the car was used for sprints, hill climbs and drag abuse. The car was very quick and logged Kenny an 11.01 at Bishopscourt. Greed took hold once more and a 2.3 was assembled combining a new Eagle crank, Eagle rods and Wiseco pistons. The head was treated to a port and polish, BC 280 cams with Fidanza pulleys and an AMS GT35R became the turbo of choice. 600 was the new number on Super and lots of breakages followed. Transfer cases were like clockwork 10
passes then bang. The car seen a lot of hill climb use in ‘08 which ended dramatically in a downhill roll at Eagles Rock (http://www.youtube.com/watch?v=mPSC8 DSjgi4). Straightliners Enniskillen was only around the corner so the car was hastily repaired and painted satin black with an Evo 5 kit for a stealth bomber look. The map was tweaked for race fuel and the rear diff promptly exploded while mapping on the road. The spare diff was installed and Kenny’s only words for the race fuel map were “who hooked off the trailer, I have been towing one for 2 years” - the next day saw the car go a new personal best of 10.46. The 9 second gauntlet was now on! At this point it would have been wise to stop, but long discussions (involving beer) ensued, a plan was hatched for more power, wider arches and extreme weight loss. Another shell was found with a Custom Cage already installed and the weight reduction took hold. I had been
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CAR SPECIFICATION Engine • 100mm Eagle Crank • Oliver 150mm extreme rods • Wiseco pistons, BC 280 cams, std valves • Fidanza pulleys • AMS GT35R turbo kit • AMS VSR inlet with standard Throttle Body • Wizards of Nos direct port gas kit with 5lb bottle • Momentum Motor Sport made Inconel exhaust and downpipe. Driveline • DJM 6 speed sequential gearbox • Non active 7-9 transfer case • CTG carbon prop
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• Evo 9 RS rear diff • Momentum Motor Sport front and rear cradle conversion • Momentum Motor Sport Alloy rear uprights. Brakes • D2 8 pot front and 6 pot rear brake kit Wheels and Tyres • 18x10” Rota Boosts with 285/30/18 Toyo 888’s Body • Varis wide arch kit, KW made front splitters and canards • RossSport carbon doors and KW made rear spoiler • Carbon creations bonnet and bootlid. Varis carbon roof • Momentum Motor Sport Alloy door hinges
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Feature
working on my 6 for a while Kenny liked what he saw and in a Lou and Andy fashion yelled “I want that one!” The major components involved a set of light weight sub frames allowing the use of the later 7-9 active or non-active transfer case, these are much stronger than the earlier items and combined with the weight savings of the tubular T45 frames would prove key in increased transfer case life expectancy. Combined with some Kenny made fibreglass doors the car dipped beneath 1100kgs. Now wearing a Varis kit with 10” rubber, which some of you will have seen at the first 30-130 of 09, it did well in its virgin runs (times) and planted the seed for TOTB that year. Before TOTB (2009) could commence the power numbers had gone beyond what
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Words by AndyM Images by Simon Miskelly
I deemed sensible for an Eagle rod, so we decided in the interest of engine preservation to swap them out for a set of Oliver 28mm extremes. While the engine was open we treated it to a new head gasket and a set of bearings as a precautionary measure. Bolted onto Tracktive’s Rototest, the 2.3 made 575bhp at the hubs on standard Mitsi valves and throttle body. TOTB was emotional at best. The car ran a PB of 9.8 in the quarter. The handling circuit proved good fun but a bogged launch and a left foot supplied application of clutch to recover was not a good idea, 1st gear was retired with no teeth. Still all was not lost (No. Of points) were scored for the MLR team and a very determined Kenny came away wanting more.
On the way home from TOTB more beer brought more forward thinking through, we were convinced that drive train reliability could be improved through dieting. Carbon props, alloy door hinges and one piece alloy rear hubs were all discussed and over the following months found their way onto the car. The home made doors were swapped out for RossSport carbon items and everything we could find was bolted in place with either alloy or titanium. The gearbox quest has always been a difficult one as there is so little available that will survive at this level of power, a couple of different dog boxes were tried after the std units became a “replace every event measure” but the dog units were also problematic at Drag events with stripped gears and cracked bell housings being
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order of the day. We had been working for some time with Dave Plant at DJM, testing his sequential 6 speed unit on my own road car Kenny liked the idea of a true sequential rather than the ikeya converted H pattern. The decision was made and it was installed into the light weight 4-6 hybrid. The path of evolution described above has been 5 years in the making, the car has lost 250kgs gained width and horsepower and led to a very useable sprint and hill climb car, that occasionally moonlights for drag use. What does the future hold? Well we know we can take more weight out of the shell, more power is also achievable. We have a development season ahead for the 2011, the decision has been made to do the N.I sprint and hill climb championship. As I write this we are just home from Spelga Pass Hill climb Kenny took the FTD by over 2 seconds in practice before the event was cancelled due to an oil spill. This hints at the cars new potential and I hope its ability to mix with the single seat cars next season!
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