Hey Tony, how did the Evo build come about, and when?
Scott would have started with the Evo around 2004 - and the build would have come about most likely because he wanted something to beat all the Subarus that were competing in the Manfeild Intermarque Sprint Series lol (bit of a back story there hahaha).
What was the purpose of the build from the get-go?
The purpose was always to go as quick as possible, and over the years it has had many successes, from winning/setting records in Wellingtons Port Road Street Sprints, to cleaning up the intermarque series, and then moving on to time attack when it was first introduced to NZ back in 2008.
What have been the major progressions of this build over the years?
A lot of engine development, in the pursuit to gain reliability. We have a pretty good combo now that has proved itself.
The aero has also developed over the years from rather simple home-made pieces, to professionally designed and manufactured items.
Before World Time Attack, what major aero changes were undertaken?
No major changes were made to the aero prior to WTAC last year, but when we were over in Australia, we had to get the “big” splitter modified to suit the rules for WTAC Open Class (had to make it slightly shorter to comply). We also added some extra canards to the front bumper (hand-me-downs from the Tilton Evo). After day 1, Garth wanted a bit more front downforce, so Sydney Composites came to the rescue at 3am on Saturday morning with some extra carbon dive planes fitted to the front guards (although to comply with MSNZ Schedule A I had to cut these off in Round 2 as the scrutineers weren’t having it – I think the organisers really need to consider getting the NZ series sanctioned so that any vehicles looking towards competing in WTAC can run aero without the Schedule A restrictions – especially given that recently there has been a few more NZ cars looking to go over to Australia to compete in the near future).
How did WTAC go for the team and the vehicle?
We all put in some long hours but had a good time. Getting into the top 5 shootout made it worthwhile, as we certainly had some struggles up to that point. A couple of test days at SMSP prior to the event didn’t really pan out as the car ran into issues each day (random engine fire, then gearbox, transfer case, and suspension issues), so actual on-track testing was very limited. Once everything was sorted, we just had to use the Friday of WTAC as our “testing & set-up” and try and go for it on Saturday. We struggled to find the ideal set-up but eventually got it mostly dialled in the session before the shootout (which gave us our best lap time), only to throw it away for the actual shootout by trying something else with the set-up which proved to be completely wrong lol, but oh well.
Other than that, the engine performed flawlessly and we ran BIG boost the whole event with not one engine issue – the same engine is still in the car now. The custom o-ringed head set-up has certainly proved its worth.
What were the major hurdles there?
As above, the usual hurdles you deal with in motorsport – breakages, part failures etc. We were very lucky to have the use of the GWR workshop, and Garth’s connections over there to help us through the issues; otherwise, I can imagine things being a whole lot tougher/more expensive with trying to repair a car in another country if you don’t have any local connections.
What is your role now within the team?
I am currently driving and working on the car for this season of the NZ Superlap Series.
Has DTech undertaken the maintenance and management of the car this season?
Yes, this season myself and Dave are taking care of maintenance and running of the car.
Were any major changes made for the current series of Superlap?
I have made a few changes – firstly downsizing the turbo in order to gain better response. Upon driving the car at round 2 with the taller 35 profile tyres I found the effect they had on the gearing made the car a lot more lazy out of the corners which were a bit disappointing compared to when I last drove the car (on the 30 profile tyres). I decided that I wanted better response, so have now changed to a much smaller turbine housing, and am willing to sacrifice some top end power to get a better low down punch out of the car.
I have just recently revised the intercooler set-up as we were having constant issues with the custom intercooler cracking and leaking all the time. Dave and I have fitted a more conventional style intercooler core and made all new custom piping to suit. This has all just been finished and will hopefully be on the dyno next week to see how it all comes together.
We have also changed the dash to a Motec C125 dash/logger so this gives us a whole heap more usable data for Dave to ponder over ;-)
The factory Mitsi centre diff pump was ditched as well, and we have customised a Nissan GTR diff pump to fit due to their increased reliability (as per the issues we ran into over in Australia).
How has the Evo been tracking this season? Are times where you want them to be?
Unfortunately, I have only done 1 round so far (Taupo, round 2) as there were a few delays in getting the car back from Australia in time for round 1, which is a shame as I really wanted to have a good shot at Hampton Downs on fresh tyres.
As a driver, we always want to go quicker, but I was pleased with my time at Taupo as it was the fastest I have ever driven around there before, although I feel I could drop that time a little more as the fastest lap of the weekend I had one of the intercooler joiners blow a hole through it towards the end of the lap. I am looking forward to round 3, as Manfeild is my home track, so I hope to improve on my lap time from last season (as long as the changes I have made to the car help rather than hinder it).
Have there been any major mechanical issues this season?
So far so good – no majors ☺
Will there be any further development this season?
The only development will be me and my driving. The car is a whole lot better than I am, so I just want to come to grips with it, learn it more and keep trying to improve the lap times.
In your honest words, what is the Evo like to drive? Savage?
Yep, savage for sure. Certainly one of the quickest cars I have ever driven – especially when running full boost!
Has it taken some getting used too?
It has taken a bit to get used to as it is a major step up from my previous car in every way. I am still learning the ins & outs of this car, and have not found the limit yet. I prefer to drive within my comfort zone rather than all or nothing!
Vehicle: 2003 Mitsubishi Evo 8
Engine: Built 4G63, with custom o-ringed head sealing; Custom ported head, with the works; Norris Design dry sump system; Full race exhaust manifold, Borgwarner EFR9180 turbo, twin Turbosmart 44mm wastegates; 3.5-inch custom exhaust to side exit; AMS inlet manifold; LS3 DBW throttle body; custom modified 100mm intercooler core w/custom piping; 2000cc injectors; 2x400lph lift pumps feeding surge tank to 2xBosch 044 pumps; Emtron KV8 ECU; Various sensors monitoring everything on the engine – individual EGTs, oil & fuel pressures, temps, lambda, ethanol content
Gearbox: Samsonas 5-Speed sequential.
Braking: Alcon 6 piston front calipers with 365mm floating rotors; Brembo 2 piston rears with 300mm rotors;
Suspension: MCA Red Series with custom valving to suit spring rates (1400lb front, 1200lb rear); Racefab front & rear control arms; Racefab trailing arms; Racefab front and rear subframes.
Wheels and Tyres: TSW Nurburgring 18 x 10.5 Forged Wheels with Advan A050 295/35-18 semi slicks x 3 sets.
Interior: Custom Cages chromoly roll cage; Race Tech 4009HR seat; Motec C125 dash logger; Plumbed in fire system.
Exterior: Custom front bumper, front/rear guards, and side skirts; Custom carbon fibre front splitter (chassis mounted); Lightning Composites dual element rear wing (chassis mounted);
Performance: Last dyno 630kw at the wheels on 40psi boost – yet to be run with new turbo set-up.
Hampton Downs Raceway: 1.04.4 (Garth); 1.04.9 (Tony)
Pukekohe Park Raceway: 1.06 (Garth)
Bruce McLaren Motorsport Park: 1.28.4 (Garth); 1.30.8 (Tony)
Manfeild: 1.08.3 (Garth); 1.08.29 (Tony)
Driver/owner: Tony Satherley/Scott Kreyl
Build time: 14 years
Length of ownership: Scott = too long!
Thanks: Scott Kreyl for persisting with the development and building of the car over the years into the weapon it is, and for giving me the opportunity to drive it; Dave and the boys at Dtech Motorsport for all their help in getting the car to where it is today; HV Electronics for supplying all the sensors & modules needed to monitor all the important stuff on the car; Clint at REMSD for the engine building and development; Bruce at Fast Fibres for the aero construction and advice; EJ at Royal Purple Oils (Australia); Garth Walden for his input, driving, and use of the GWR workshop while we were in Sydney; All the others who have lent a hand at the track or after hours to work on the car in order to get it ready/continue at an event (Nick, Phil, Eddie, Matt etc etc); And of course my wife Alana and daughter Jenna for their support and allowing me to actually go racing!