Maintenance Requirements for Tracked EVOs
Sep 24, 2005, 09:24 AM
#16
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Yes, change the gearbox oil frequently. The only real problem I have had with all the track days I have put on my EVO is that 3rd gear is going. I sometimes get a grind on downshifts into 3rd gear or have trouble finding the 3rd gear gate. I guess the sycnro is shot and the gear is getting damaged. New gear oil helps. Use the really expensive racing gear oil, which is like $16 a quart and you need 3 quarts.
Sep 24, 2005, 01:53 PM
#17
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Originally Posted by SF-VIII-RS
I just finished speaking with local Mitsu dealer, and he recommended changing transmission and diff fluid on a tracked car every other race weekend.
That's a bit excessive. Most people do once a season.
Percy
Oct 4, 2005, 07:54 PM
#18
Originally Posted by Richard EVO
One more thing. Be sure to tie down your dip stick with 2 nylon zip ties. EVO dip sticks have a nasty habit of popping out under the load forces encountered on the track, and the result is a real mess.
Jul 19, 2006, 12:18 PM
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Originally Posted by Richard EVO
Yes, change the gearbox oil frequently. The only real problem I have had with all the track days I have put on my EVO is that 3rd gear is going. I sometimes get a grind on downshifts into 3rd gear or have trouble finding the 3rd gear gate. I guess the sycnro is shot and the gear is getting damaged. New gear oil helps. Use the really expensive racing gear oil, which is like $16 a quart and you need 3 quarts.
I noticed this exact same problem while at CMP last weekend. Downshifting into 3rd from 5th gave me grind after grind. My transmission had never done anything like it in the past. After a few laps of that I started to either do a 5-4-3 shift or just waited until corner exit to engage the gear.
I'm curious if you found a solution to your problem.
Jul 24, 2006, 06:07 PM
#21
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Something we had happen at the NASA time trial this weekend with the AMS cars.
(Martin's street car on OEM brakes, and the Time Attack car on the Stoptech Big Brake kit.)
The external passage crossover tube fittings came loose on both cars. We had been very **** about changing fluid, bleeding between sessions etc, but I am not sure if we had put a wrench on those fittings. Martin's car had 8 track days on it at that point, and the Time Attack care a good deal more considering One Lap of America.
I didn't have any experience with this until now, as the Formula cars and such I had worked on have internal fluid passages.
I talked to some circle track friends of mine who run a similar Brembo setup with the external passage, and they know to make it part of the regular routine. The difference in expansion rates from the brass to the metal are what makes it a weak point, and the bleeder valves don't usually get the chance to come loose, as they are continously tightened with regular bleed intervals.
When you do that brake bleed before the weekend, I would just put a wrench on it and some light pressure (you don't want to keep cranking on it and overtighten it) to make sure that they are not coming loose.
Jon K
(Martin's street car on OEM brakes, and the Time Attack car on the Stoptech Big Brake kit.)
The external passage crossover tube fittings came loose on both cars. We had been very **** about changing fluid, bleeding between sessions etc, but I am not sure if we had put a wrench on those fittings. Martin's car had 8 track days on it at that point, and the Time Attack care a good deal more considering One Lap of America.
I didn't have any experience with this until now, as the Formula cars and such I had worked on have internal fluid passages.
I talked to some circle track friends of mine who run a similar Brembo setup with the external passage, and they know to make it part of the regular routine. The difference in expansion rates from the brass to the metal are what makes it a weak point, and the bleeder valves don't usually get the chance to come loose, as they are continously tightened with regular bleed intervals.
When you do that brake bleed before the weekend, I would just put a wrench on it and some light pressure (you don't want to keep cranking on it and overtighten it) to make sure that they are not coming loose.
Jon K
Jul 24, 2006, 06:40 PM
#22
.I recently learned the importance of checking fluid hoses. For that matter gauges too.
Roasted my head when a small slit on the underside of a coolant hose bleed all the coolant out during a lapping session. Thinking about and feeling my suspension adjustments but not watching my gauges.
All I can figure is an inadvertent rub or chafe with a tool or something by somebody led to a failure.
Roasted my head when a small slit on the underside of a coolant hose bleed all the coolant out during a lapping session. Thinking about and feeling my suspension adjustments but not watching my gauges.
All I can figure is an inadvertent rub or chafe with a tool or something by somebody led to a failure.
Nov 14, 2008, 10:51 PM
#26
.I recently learned the importance of checking fluid hoses. For that matter gauges too.
Roasted my head when a small slit on the underside of a coolant hose bleed all the coolant out during a lapping session.
All I can figure is an inadvertent rub or chafe with a tool or something by somebody led to a failure.
Roasted my head when a small slit on the underside of a coolant hose bleed all the coolant out during a lapping session.
All I can figure is an inadvertent rub or chafe with a tool or something by somebody led to a failure.
