Worlds Fastest Evo...
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Worlds Fastest Evo...
Saw the AMS Evo run today..
For those that don't know..
*1220awhp
*8.42 @ 171 mph
*228mph in the Texas Mile
Today was the first day the new owner has ever driven it. He was having trouble getting the launch control to work but pulled off an 5.99@129. IIRC he said it went mid 5's when AMS owned it..
AMS Evo 1220awhp 1/8 - YouTube
My tuner went to try out his set-up. Said it bogged the 1-2 shift and ran 7.09@117.4 with a 2.1 60'. Clutch wouldn't disengage so he called it quits. He has been faster on the old set-up. Sure well over 800whp is hard on a clutch rated for 700 haha.
For those that don't know..
*1220awhp
*8.42 @ 171 mph
*228mph in the Texas Mile
Today was the first day the new owner has ever driven it. He was having trouble getting the launch control to work but pulled off an 5.99@129. IIRC he said it went mid 5's when AMS owned it..
AMS Evo 1220awhp 1/8 - YouTube
My tuner went to try out his set-up. Said it bogged the 1-2 shift and ran 7.09@117.4 with a 2.1 60'. Clutch wouldn't disengage so he called it quits. He has been faster on the old set-up. Sure well over 800whp is hard on a clutch rated for 700 haha.
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The AMS Evo is insane. It was on Ebay for like six months at around $56K. I'm guessing they decided to keep it.
Their GTR makes a 10 sec car look slow. Here is one of our local guys going against it when it set the world record 1/4 mile time at TX2K12. The white EVO is a DD.
TX2K12 Shenanigans - AMS Alpha Omega vs. Hozilla R35 GTR - YouTube
Edit: just saw in the OP that the "new" owner was running the EVO so I'm guessing AMS did sell it afterall.
Their GTR makes a 10 sec car look slow. Here is one of our local guys going against it when it set the world record 1/4 mile time at TX2K12. The white EVO is a DD.
TX2K12 Shenanigans - AMS Alpha Omega vs. Hozilla R35 GTR - YouTube
Edit: just saw in the OP that the "new" owner was running the EVO so I'm guessing AMS did sell it afterall.
Last edited by casionerd; 06-10-2012 at 05:53 PM.
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That's with the stock evo motor right?
It reminded me of this, they were shooting for 2000awhp. In the dyno they hit 1500 awhp though LOL.
Sorry for thread jacking, but I know you guys would like this.
It reminded me of this, they were shooting for 2000awhp. In the dyno they hit 1500 awhp though LOL.
Sorry for thread jacking, but I know you guys would like this.
Every now and then I come across something truly impressive. This represents some of the work of Extreme Tuners in Athens, Greece, and the name is no joke. Pushing limits requires funds and skill, and these guys have both. All they do is build and tune engines. The entire lengthy discussion can be found here (http://forums.evolutionm.net/evo-dyn...ne-2007-a.html), but unless you feel like reading quite a few pages of posts, I'll post the highlights here.
FWIW, this is some of what they've done:
2006 - N/A ford cosworth 4cylinder 16v engine 119cui: 416hp -11,900rpms
2007 - Ford cosworth 4cylinder 16v Turbo engine 120cui: 1280hp 47psi (custom triple ball bearing 80mm turbo 119lbs/min)
2007 – Mitsubishi Evo 8 4g63 4cylinder 16v Turbo engine: 1416hp – 57psi (custom quad ball bearing 82mm turbo 132lbs/min)
So, getting 700whp/L from 2.0L @ 8500rpm is no small feat, but what do you need if you get bored and want to shoot for 2000whp?
Cast Garrett compressor wheels (right) tend to come apart above 50 psi. CNC billet aluminum wheels (middle) are stronger, but why not be different and use your own CNC billet titanium (left) compressor?
You'll need a turbo big enough for the job, which in this case is a 108mm twinscroll T4 turbo, with custom quad ball bearing CHRA and 100psi capability.
To get enough airflow at 12,000rpm(!) to get the job done, you'll need a skillfully ported head, complete with titanium valves and copper-beryllium valve seats:
And you're going to need a set of camshafts to handle the rpm and withstand tremendous ramp pressures, so why not a set of hollow titanium billets with DLC at only 234 grams each?
And since there is no aftermarket rod up to the task, just ask for a set of billet mmcs-titanium connecting rods at 286g each. Rod/Stroke ratio is 2.07:
For pistons, a set of custom beryllium pistons with DLC fits the bill, and since methanol is the fuel, 13:1 SCR is fine:
A strong piston pin is needed as well:
Toss in a custom titanium billet crank:
A set of 9000cc/min injectors:
And since a factory 4G63 block probably wouldn't hold up, just CNC machine your own from billet aluminum:
No head gasket is used:
And to put all that power to the gearbox, one needs a suitable multiplate clutch:
Yes, it is smaller than a cam gear:
An example of very efficient turbo manifold design from one of their recent projects:
And last but not least, a dynosheet from this car, running 'only' 48psi and hydraulic cams:
FWIW, this is some of what they've done:
2006 - N/A ford cosworth 4cylinder 16v engine 119cui: 416hp -11,900rpms
2007 - Ford cosworth 4cylinder 16v Turbo engine 120cui: 1280hp 47psi (custom triple ball bearing 80mm turbo 119lbs/min)
2007 – Mitsubishi Evo 8 4g63 4cylinder 16v Turbo engine: 1416hp – 57psi (custom quad ball bearing 82mm turbo 132lbs/min)
So, getting 700whp/L from 2.0L @ 8500rpm is no small feat, but what do you need if you get bored and want to shoot for 2000whp?
Cast Garrett compressor wheels (right) tend to come apart above 50 psi. CNC billet aluminum wheels (middle) are stronger, but why not be different and use your own CNC billet titanium (left) compressor?
You'll need a turbo big enough for the job, which in this case is a 108mm twinscroll T4 turbo, with custom quad ball bearing CHRA and 100psi capability.
To get enough airflow at 12,000rpm(!) to get the job done, you'll need a skillfully ported head, complete with titanium valves and copper-beryllium valve seats:
And you're going to need a set of camshafts to handle the rpm and withstand tremendous ramp pressures, so why not a set of hollow titanium billets with DLC at only 234 grams each?
And since there is no aftermarket rod up to the task, just ask for a set of billet mmcs-titanium connecting rods at 286g each. Rod/Stroke ratio is 2.07:
For pistons, a set of custom beryllium pistons with DLC fits the bill, and since methanol is the fuel, 13:1 SCR is fine:
A strong piston pin is needed as well:
Toss in a custom titanium billet crank:
A set of 9000cc/min injectors:
And since a factory 4G63 block probably wouldn't hold up, just CNC machine your own from billet aluminum:
No head gasket is used:
And to put all that power to the gearbox, one needs a suitable multiplate clutch:
Yes, it is smaller than a cam gear:
An example of very efficient turbo manifold design from one of their recent projects:
And last but not least, a dynosheet from this car, running 'only' 48psi and hydraulic cams:
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