The Yellow Uprising - Blueprint for Success
Sep 14, 2004 | 03:29 PM
#1
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Former Sponsor
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From: Gilbert, AZ
The Yellow Uprising - Blueprint for Success
Check out guys!
http://vrsm.vividracing.com/index.ph...=Featured_Cars
As a writer, photographer, enthusiast, and owner, when a customer comes to you wanting to build their car, you jump on it. There are few people that go all out. In this case, father and son John and Ricky Rogers did. After seeing our Vivid Racing EVO VIII in numerous magazines, on the Internet, and directly at our website www.vividracing.com, they knew that Vivid Racing would be the right place to start their Project EVO. With the exchange of a few phone calls, some emails, and a little bit of the MULA, the project would start. Would it go smooth? Would it make power? And would it end?
With an invoice that comes close to 1/3 the value of the EVO, the parts were pulled from stock or ordered in. The weapons of choice? All top notch, big power pushers. "Soldiers stand up!" Greddy T67 Turbo Kit, Perrin Large Front Mount Intercooler, HKS 272 intake and 272 exhaust cams, Agency Power Pulley, Ralliart Intercooler Pipe, Turbo back Exhaust, ARP Head Studs, Turbo XS UTEC computer, NGK Spark Plugs, Agency Power Fuel Rail, Walbro Fuel Pump, Blitz 700cc Injectors, Toda Timing Belt, Greddy Profec B 2, B&M Short Shifter, Exedy Twin Plate Clutch, Agency Power steel braided clutch line, and some more bits and pieces.
Now that I am short of breath, lets start the project story. After numerous phone calls and conversations the Rogers would bring their Yellow EVO VIII to Vivid Racing headquarters in AZ. The time was setup, the parts were ordered, and the Rogers showed up all the way from Palm Springs to drop off their car. Since this was on a Saturday, we would wait till Monday to start the process of taking the car to its new level. Our first order of business was to start disassembling the car. Since we will be basically upgrading the entire engine we started by removing the front bumper so we had access to the intercooler. Our next step was to tackle the engine compartment. Off with the valve cover, remove the battery, take off the intercooler pipe, pull the radiator, and start unbolting the factory turbo. Seems short? Most of this was done on the first day, which took about 6 hours. Thank god for loud music and pizza.
Most of the dirty work of taking apart the car had been completed. The next day we started to tackle the hard projects. With the goal of this EVO VIII to be a solid daily driving drag racer, we made a point to get the best for the engine to kick out the power. The first stop was to upgrade the factory camshafts. With our experience of our own EVO VIII using the HKS 264 intake and the HKS 272 exhaust cam, we wanted to get the same reaction but have a little more push. So we decided to go with the HKS 272 cams straight across. In addition we added the ARP Head Stud bolts since our Greddy Turbo Kit would be running 25lbs of boost plus. To improve motor parts, we also changed some wear parts. The factory spark plugs were replaced with the NGK Iridium one step colder plugs, the stock timing belt was switched with a reinforced Toda Timing Belt, and we also replaced the factory crank pulley with an Agency Power pulley. We wanted to make sure we got fast throttle response and since the car had an Exedy Twin Plate, we wanted to keep the rotational mass lightweight all around.
To make sure we make our 400+ wheel horsepower mark, we need to get the fuel system setup. The first thing you can do to any car even if stock for more efficiency is to change the fuel pump. We went with the Walbro 255L/Hr pump, which is a direct fit in replace of the factory one. No cutting, splicing, or hacking. In fact it can be switched in only 30 minutes! Next thing is to make sure the fuel is flowing when needed. To achieve this you need to upgrade the fuel injectors and the fuel rail. The rail is needed as the stock diameter is very narrow and cannot handle larger injectors and more fuel flow. To solve this we bolted the Agency Power High Flow Fuel Rail on. Not only is it a direct fit, it adds a bit of style to the dull engine bay. Now to make sure with the amount of boost and power we will be putting down, upgrading to larger injectors is a necessity. We went with the Blitz 700cc injectors. They are a plug and play and won't max out for this application. With that being taken care of, we move to the cooling.
One major part of building a high horsepower car is making sure the cooling is appropriately looked at. For the amount of money most people spend on aftermarket parts, the cost of a $400 radiator should not be passed up. With all the Vivid Racing cars, we upgrade the factory radiator and radiator hoses. Our product of choice is the PWR aluminum radiator. The aluminum radiator is thicker then the factory unit. In addition to the aluminum end tanks, the radiator can take more pressure and won't crack like the factory plastic one. Installing the radiator on any car and you will notice your factory temp gauge drop cooler with the PWR unit. The factory fans bolt right up and fitment is a bit tight with the larger turbo kit, but the benefits are worth it. In addition to the radiator, we always add upgraded silicon hoses. This time we used the Perrin Performance radiator hose kit, which are both the upper and lower hoses. After a while the factory units start to crack and expand. The Perrin hoses are 6 ply silicon and available in 3 different colors. The hoses hold the temperature in and offer a style additive to your engine compartment.
Next on the cooling charts is upgrading the intercooler. Though the factory front mount intercooler is sufficient to 300whp, above and beyond needs more. Not to mention during drag racing and road racing, having a larger volume of air will assist in keeping the turbo running cool which equals more power. Now in choosing an intercooler, we want to look at a couple characteristics. First order of importance is no hassle. That means no cutting and good fit with the stock bumper. Next is that it is a Bar and Plate core. Bar and plate flows much better then a tube and fin setup. You also need to make sure it fits the factory intercooler pipes. Most turbo kits and aftermarket pipe kits fit like this. Any alternatives will simply waste money. Why we choose the Perrin large front mount is because of these qualifications. The Perrin front mount is the largest factory replacement front mount intercooler on the market. At a retail of about $900, the intercooler gets you setup. Including new hose joints, the intercooler fits in place in about 1 hour. Even during the dyno runs, you could feel how cold the Perrin intercooler stayed!
The most important part of this whole project is the power pusher. With the success of the Greddy T67 kit on the Vivid Racing EVO VIII, The Rogers knew they wanted this big hair dryer pushing their EVO. The Vivid Racing EVO VIII made 420whp on 116 octane, and with the added toys The Rogers bolted on, they could definitely succeed that. The Greddy T67 kit includes everything you need to bolt on. The kit includes a stainless steel manifold, transition pipe to use the factory downpipe, lower intercooler pipe, steel braided oil lines, Greddy wastegate, gaskets, and intake pipe and filter. All the pieces fit, bolt, and bracket flawlessly on the EVO VIII. The large turbo is really not that laggy. The kit makes boost at around 4200rpm. Yes it is very different then the stock twin scroll, but not bad for everyday driving. The 20G turbo is capable of 500whp at 30lbs of boost. This turbo setup is great for both spectrums of circuit racing and drag racing. With drag racing as the goal, we were able to maximize its efficiency in our Project EVO VIII through the addition of the above parts installed.
Now to tie all these goodies together to make power, we need engine management. The EVO community has so many options. The AEM EMS, ApexI Power FC, TurboXS UTEC, ECU reflash, is just to name a few. Our experience at Vivid Racing is with the UTEC. Using the UTEC in our past 2 project WRX's and our current EVO VIII, we felt the UTEC would deliver the capabilities needed for the goal of this car. The User Tunable Engine Controller (UTEC) works like a stand-alone unit but is also a piggyback. Installing in minutes, as it is a plug and play, the UTEC is designed specifically for the EVO VIII. The optional map switch was included. This allows up to 5 different maps to be stored and easily selected by the flick of a switch. Once this was plugged in we called our ECU specialist Clark Turner to come tune the EVO at our local Dyno Facility.
After a couple hours on the dyno, tightening pipes, switching vacuum lines, and dialing the UTEC in, we reached our goal for the car on 100-octane gas. With the head studs in place, the larger turbo, we were able to push out 27lbs of boost safely to make 416 wheel horsepower, which is about 550+ at the crank. The car was mapped for 91, 103, and 116 octane, which gave The Rogers the availability to use the car in all circumstances. With a re-tune scheduled on 116 leaded gas, the Yellow Beast would surely make close to 500 wheel horsepower.
With any project, both anxiety and time play a factor. Originally this project was supposed to take 1 week. But like all modifications we did run into hic-ups. Re-wiring existing work, parts missing, scheduling delays, and more. Not that any project is perfect, we are talking about aftermarket performance right? But with our experience in the EVO market, we were able to pull the project together and make the dream a reality. When all is said in done we drove the car to the customer in 4 hours away and delivered the upgraded EVO.
3 days later I receive a call from Ricky about his weekend drag racing at Fontana. His first run was a 12.5. His second run was a 12.2. Then he ripped out an 11.9 in the ¼ mile, which got heads turning. The car was in one piece, people gave them recognition, and he could get in the car and drive it home to go to work the next morning. Like all Vivid Cars, the end result was simply success. Powerful car, happy customer, and community approval.
Please post comments! Article was written for a magazine in a fun tone. So not too techy.
http://vrsm.vividracing.com/index.ph...=Featured_Cars
As a writer, photographer, enthusiast, and owner, when a customer comes to you wanting to build their car, you jump on it. There are few people that go all out. In this case, father and son John and Ricky Rogers did. After seeing our Vivid Racing EVO VIII in numerous magazines, on the Internet, and directly at our website www.vividracing.com, they knew that Vivid Racing would be the right place to start their Project EVO. With the exchange of a few phone calls, some emails, and a little bit of the MULA, the project would start. Would it go smooth? Would it make power? And would it end?
With an invoice that comes close to 1/3 the value of the EVO, the parts were pulled from stock or ordered in. The weapons of choice? All top notch, big power pushers. "Soldiers stand up!" Greddy T67 Turbo Kit, Perrin Large Front Mount Intercooler, HKS 272 intake and 272 exhaust cams, Agency Power Pulley, Ralliart Intercooler Pipe, Turbo back Exhaust, ARP Head Studs, Turbo XS UTEC computer, NGK Spark Plugs, Agency Power Fuel Rail, Walbro Fuel Pump, Blitz 700cc Injectors, Toda Timing Belt, Greddy Profec B 2, B&M Short Shifter, Exedy Twin Plate Clutch, Agency Power steel braided clutch line, and some more bits and pieces.
Now that I am short of breath, lets start the project story. After numerous phone calls and conversations the Rogers would bring their Yellow EVO VIII to Vivid Racing headquarters in AZ. The time was setup, the parts were ordered, and the Rogers showed up all the way from Palm Springs to drop off their car. Since this was on a Saturday, we would wait till Monday to start the process of taking the car to its new level. Our first order of business was to start disassembling the car. Since we will be basically upgrading the entire engine we started by removing the front bumper so we had access to the intercooler. Our next step was to tackle the engine compartment. Off with the valve cover, remove the battery, take off the intercooler pipe, pull the radiator, and start unbolting the factory turbo. Seems short? Most of this was done on the first day, which took about 6 hours. Thank god for loud music and pizza.
Most of the dirty work of taking apart the car had been completed. The next day we started to tackle the hard projects. With the goal of this EVO VIII to be a solid daily driving drag racer, we made a point to get the best for the engine to kick out the power. The first stop was to upgrade the factory camshafts. With our experience of our own EVO VIII using the HKS 264 intake and the HKS 272 exhaust cam, we wanted to get the same reaction but have a little more push. So we decided to go with the HKS 272 cams straight across. In addition we added the ARP Head Stud bolts since our Greddy Turbo Kit would be running 25lbs of boost plus. To improve motor parts, we also changed some wear parts. The factory spark plugs were replaced with the NGK Iridium one step colder plugs, the stock timing belt was switched with a reinforced Toda Timing Belt, and we also replaced the factory crank pulley with an Agency Power pulley. We wanted to make sure we got fast throttle response and since the car had an Exedy Twin Plate, we wanted to keep the rotational mass lightweight all around.
To make sure we make our 400+ wheel horsepower mark, we need to get the fuel system setup. The first thing you can do to any car even if stock for more efficiency is to change the fuel pump. We went with the Walbro 255L/Hr pump, which is a direct fit in replace of the factory one. No cutting, splicing, or hacking. In fact it can be switched in only 30 minutes! Next thing is to make sure the fuel is flowing when needed. To achieve this you need to upgrade the fuel injectors and the fuel rail. The rail is needed as the stock diameter is very narrow and cannot handle larger injectors and more fuel flow. To solve this we bolted the Agency Power High Flow Fuel Rail on. Not only is it a direct fit, it adds a bit of style to the dull engine bay. Now to make sure with the amount of boost and power we will be putting down, upgrading to larger injectors is a necessity. We went with the Blitz 700cc injectors. They are a plug and play and won't max out for this application. With that being taken care of, we move to the cooling.
One major part of building a high horsepower car is making sure the cooling is appropriately looked at. For the amount of money most people spend on aftermarket parts, the cost of a $400 radiator should not be passed up. With all the Vivid Racing cars, we upgrade the factory radiator and radiator hoses. Our product of choice is the PWR aluminum radiator. The aluminum radiator is thicker then the factory unit. In addition to the aluminum end tanks, the radiator can take more pressure and won't crack like the factory plastic one. Installing the radiator on any car and you will notice your factory temp gauge drop cooler with the PWR unit. The factory fans bolt right up and fitment is a bit tight with the larger turbo kit, but the benefits are worth it. In addition to the radiator, we always add upgraded silicon hoses. This time we used the Perrin Performance radiator hose kit, which are both the upper and lower hoses. After a while the factory units start to crack and expand. The Perrin hoses are 6 ply silicon and available in 3 different colors. The hoses hold the temperature in and offer a style additive to your engine compartment.
Next on the cooling charts is upgrading the intercooler. Though the factory front mount intercooler is sufficient to 300whp, above and beyond needs more. Not to mention during drag racing and road racing, having a larger volume of air will assist in keeping the turbo running cool which equals more power. Now in choosing an intercooler, we want to look at a couple characteristics. First order of importance is no hassle. That means no cutting and good fit with the stock bumper. Next is that it is a Bar and Plate core. Bar and plate flows much better then a tube and fin setup. You also need to make sure it fits the factory intercooler pipes. Most turbo kits and aftermarket pipe kits fit like this. Any alternatives will simply waste money. Why we choose the Perrin large front mount is because of these qualifications. The Perrin front mount is the largest factory replacement front mount intercooler on the market. At a retail of about $900, the intercooler gets you setup. Including new hose joints, the intercooler fits in place in about 1 hour. Even during the dyno runs, you could feel how cold the Perrin intercooler stayed!
The most important part of this whole project is the power pusher. With the success of the Greddy T67 kit on the Vivid Racing EVO VIII, The Rogers knew they wanted this big hair dryer pushing their EVO. The Vivid Racing EVO VIII made 420whp on 116 octane, and with the added toys The Rogers bolted on, they could definitely succeed that. The Greddy T67 kit includes everything you need to bolt on. The kit includes a stainless steel manifold, transition pipe to use the factory downpipe, lower intercooler pipe, steel braided oil lines, Greddy wastegate, gaskets, and intake pipe and filter. All the pieces fit, bolt, and bracket flawlessly on the EVO VIII. The large turbo is really not that laggy. The kit makes boost at around 4200rpm. Yes it is very different then the stock twin scroll, but not bad for everyday driving. The 20G turbo is capable of 500whp at 30lbs of boost. This turbo setup is great for both spectrums of circuit racing and drag racing. With drag racing as the goal, we were able to maximize its efficiency in our Project EVO VIII through the addition of the above parts installed.
Now to tie all these goodies together to make power, we need engine management. The EVO community has so many options. The AEM EMS, ApexI Power FC, TurboXS UTEC, ECU reflash, is just to name a few. Our experience at Vivid Racing is with the UTEC. Using the UTEC in our past 2 project WRX's and our current EVO VIII, we felt the UTEC would deliver the capabilities needed for the goal of this car. The User Tunable Engine Controller (UTEC) works like a stand-alone unit but is also a piggyback. Installing in minutes, as it is a plug and play, the UTEC is designed specifically for the EVO VIII. The optional map switch was included. This allows up to 5 different maps to be stored and easily selected by the flick of a switch. Once this was plugged in we called our ECU specialist Clark Turner to come tune the EVO at our local Dyno Facility.
After a couple hours on the dyno, tightening pipes, switching vacuum lines, and dialing the UTEC in, we reached our goal for the car on 100-octane gas. With the head studs in place, the larger turbo, we were able to push out 27lbs of boost safely to make 416 wheel horsepower, which is about 550+ at the crank. The car was mapped for 91, 103, and 116 octane, which gave The Rogers the availability to use the car in all circumstances. With a re-tune scheduled on 116 leaded gas, the Yellow Beast would surely make close to 500 wheel horsepower.
With any project, both anxiety and time play a factor. Originally this project was supposed to take 1 week. But like all modifications we did run into hic-ups. Re-wiring existing work, parts missing, scheduling delays, and more. Not that any project is perfect, we are talking about aftermarket performance right? But with our experience in the EVO market, we were able to pull the project together and make the dream a reality. When all is said in done we drove the car to the customer in 4 hours away and delivered the upgraded EVO.
3 days later I receive a call from Ricky about his weekend drag racing at Fontana. His first run was a 12.5. His second run was a 12.2. Then he ripped out an 11.9 in the ¼ mile, which got heads turning. The car was in one piece, people gave them recognition, and he could get in the car and drive it home to go to work the next morning. Like all Vivid Cars, the end result was simply success. Powerful car, happy customer, and community approval.
Please post comments! Article was written for a magazine in a fun tone. So not too techy.
Last edited by Vivid Racing; Sep 14, 2004 at 03:35 PM.
Sep 14, 2004 | 03:53 PM
#3
i wonder how much more power he would have if he went with a toda 2.3L or jun 2.2l stroker. i want to go that route so there is no lag & maybe spool up will be a little earlier. if i buy the T67 kit, is there room &/or compatibility for a larger turbo, say a T76 or 88?
Sep 14, 2004 | 06:19 PM
#6
Thread Starter
Former Sponsor
iTrader: (98)
Joined: Feb 2003
Posts: 4,260
Likes: 2
From: Gilbert, AZ
We like to snap that photo to show how hot it gets. I have the same photo when we dynoed my Project EVO here.
The 67 is rebuildable if you want to really go more. To get more power if you replace the main studs, do the Revolver Cams, better exhaust, maybe new intake manifold as well as have it on 116 octane, you can run that girl at about 30psi for about 475+ WHP. But the T67 is upgradeable!
The stroker kits would be a nice addition for the low end spool and torque. I am sure you have less of a jump in the power but would be the same is if you just did pistons, rods, and other strong internals. The stroker kit is not always the way go but will definitely compensate for certain necessities when racing.
That NX was not hooked up by us and was not functioning at the time. I think they are waiting to use it until they have the motor beafer.
Thanks!
Dan
The 67 is rebuildable if you want to really go more. To get more power if you replace the main studs, do the Revolver Cams, better exhaust, maybe new intake manifold as well as have it on 116 octane, you can run that girl at about 30psi for about 475+ WHP. But the T67 is upgradeable!
The stroker kits would be a nice addition for the low end spool and torque. I am sure you have less of a jump in the power but would be the same is if you just did pistons, rods, and other strong internals. The stroker kit is not always the way go but will definitely compensate for certain necessities when racing.
That NX was not hooked up by us and was not functioning at the time. I think they are waiting to use it until they have the motor beafer.
Thanks!
Dan
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Nov 2, 2004 | 12:40 PM
#12
I'm not trying to bash or to be negative but that timeslip is not blowing my socks off. Hell, I don't even like drag racing!
I think that the stock Evolution 8 IC is also good for more than 300hp rated at 800cfm support it should be able to handle 500whp.
The car looks nice though. Good article.
I think that the stock Evolution 8 IC is also good for more than 300hp rated at 800cfm support it should be able to handle 500whp.
The car looks nice though. Good article.
Last edited by Bimmubishi; Nov 2, 2004 at 02:17 PM.
Nov 2, 2004 | 10:16 PM
#13
Evolved Member
Joined: Jun 2003
Posts: 1,798
Likes: 0
From: North Mexico (Inland Empire)
I saw that car run and he had more sub/over 12.5 runs than than under. Also his 1st couple of runs were alot worse than 12.5 if I remember correctly. He did bust an 11.9 after several hotlaps and burnouts in the burnout box. Nice set-up and I wish Vivid and the father and son team the best. A more experienced driver might of busted some better results but lil Ricky will get better.
