There are not many companies who supply bigger injectors for the Evo X, but DeatschWerks have a range of 4 sizes. The OE injector is a long nosed and fairly unique style of injector. The DW injectors for Evo X fit fit as attached images.
They come with adaptor rings to fit with the OE fuel rail.

The DW injectors are slightly shorter nosed than the OE injectors, but they work fine. Due to the re-location of the injector nozzle, some tuners do open up the inside of the inlet manifold around the injector, with small grinding.

Buy fuel-injectors/sport-compact/mitsubishi/evo-x

Fuel-injector tech

Buy here:
Buy Deatschwerks Evo X Injectors Online

Evo X FUEL PUMP

Likewise, the fuel pump housing of the Evo X needs a pump smaller than many uprated units (similar to the latest Subarus Imprezas too). But do not fear, again the Deatsch brothers have the ideal solution! They have come up with a compact pump that flows 265lph. Part No. 9-651-1009

More details here:

DeatschWerks 65c-in-tank-fuel-pump

US Dealer explains how to fit it here:

Deatschwerks-evo-x-direct-fit-fuel-pump-installation

Buy here:

DEATSCHWERKS DW65C FUEL PUMP (265LPH) EVO X

Another Satified RAYS Wheels customer

We have recently supplied some 18×8 RAYS G07WT 57 Motorsport to a customer with a ’2006 Honda Civic

Car looks brilliant with these WTCC Spec Wheels fitted.

These wheels are currently used in the World Touring Car Championship, very higly rated wheel, not only for looks but for how light and strong they are.

Pictures below show the Honda Civic with these wheels fitted

If you are interested in a set of RAYS Engineering wheels for your vehicle, please see the below link :
http://www.part-box.com/products.php?brand=7-rays-wheels

Or give us a call on 0121 661 6263

We are the Master Distributor for RAYS Wheels in the UK, please dont hesitate to contact us regarding RAYS Wheels.

Thanks for looking

We have recently sold the very last set of RAYS VR.G2′s in Ford Fitment (5×108) in the UK (19×8.5 ET45)

These were a special colour from RAYS (Formula Silver) Making these a very rare wheel to see

Customer is over the moon with how the car now looks with them fitted to his Mk2 Ford Focus RS

Pictures below show just how amazing the car looks with them fitted

If you are interested in a set of RAYS Engineering wheels for your vehicle, please see the below link :
http://www.part-box.com/products.php?brand=7-rays-wheels

We are a RAYS Wheels Supplier in the UK, please dont hesitate to contact us regarding RAYS Wheels.

Thanks for looking.

A question we’re regularly asked at Co-ordSport is:

“what LSDs do we recommend to fit a Lancer Evolution”

Our Advice

First, we need answers to some questions:

1. What model Evolution do you have?
2. What is your car used for?
3. What torque/horsepower does the car produce?

Here are the differences and why they are important:

1) What Evolution Model?

A) Evo 4, 5, 6/TM

Evo4-6/TM cars have a ViscousCouplingUnit (VCU) controlling the centre diff (the VCU is in the transfer and controls the centre diff.  (it’s a regular open diff) which is located in the gearbox).

TM Editions are slightly different, as some had bigger bearings in their transfer casings, similar to Evo7’s)

The OE front diff. is either an open diff. or a Helical Gear Diff (torsen/worm drive).

The OE rear diff. is a plated LSD on the RS, or the ActiveYawControl diff. on the GSR.

B) Evo 7, 8, 9, 10

Evo 7-10 cars have an ActiveCentreDiff.  in the transfer, controlling the gearbox’s centre diff., in place of the VCU.

The front and rear diffs are basically same options as the E4-6, although the AYC diff. did evolve into “Super AYC”, which is a more durable unit and varying sizes of bearings have been used in different cars over the years..

2) What is the Evo Used For?

A)     Road/track days or serious competition?

B)      If competition, is it tarmac (smooth or rough) or gravel?

C)      Or just outright drag racing (straight line, constant need for traction)

3) What Horsepower/Torque?

A)     Standard (300bhp)

B)      Tuned (350~400bhp)

C)      Seriously modified (450+bhp)

Recommendations

It is not easy to come up with a compromise that caters for all surfaces.

Bear in mind some basic suggestions:

For tarmac, especially smooth stage/circuit, it is an ideal starting point to have strong/tight diffs at the front and the rear, along with a softer centre diff. setting.

For gravel/mixed loose surfaces, you should aim for a tighter/stronger centre diff. whilst still using a strong rear diff., but the front diff. can be adjusted to suit the driver’s preferred style. The stronger centre diff. will make the car understeer, and that is the main reason it is not ideal for tarmac.

Evo 4, 5, 6/TM

Evo.4-6/TM, which has OE Viscous Centre Differential (Viscous Coupling Unit – “VCU”) we suggest:

Gravel

For gravel we would recommend the KAAZ diffs. Front, Centre and Rear. The KAAZ front unit is a big strong unit. However,  once fitted it leaves no space in the transfer for the VCU (it comes with replacement housing). That would leave the car with an Open centre diff, with no centre diff control, so KAAZ produce a Centre LSD to install in the gearbox, to replace the OE open diff.

The KAAZ units are mechanical friction clutch plate type LSDs, with belleville spring washers (also known as cone springs) for initial preload.

All 3 x diffs., Front, Centre and Rear, can be adjusted, but it requires removal of the diff(s) from the car and dismantling, sometimes the purchase and fitment of alternative parts (different preload, different ramp angles, and different friction levels are possible, some plates can be offset to reduce effect). This is probably not necessary at the rear, so start your fine tuning at the Front and Centre.

The above KAAZ units cannot be used in Group N, as they are not homologated. For FIA Group N you should use the Ralliart front LSDs, with a standard size VCU (which can be rebuilt) at the centre, and a standard or Ralliart rear diff (E8 =RA534828K1).

Cusco also offer a variety of rear LSDs which offer many set-ups for discerning drivers.

Tarmac

For tarmac, the KAAZ centre diff. would need adjusting, to allow a softer setting. Really that is better achieved with a VCU, so we recommend not to use the KAAZ front diff. (as it will not fit with a VCU). We recommend, therefore, the Cusco front diff., with their tarmac setting of Viscous Unit (50Nm – can be rebuilt to 200Nm)– these come as a set, LSD+VCU. They are available in RS Type, using small coil springs for initial preload, or MZ Type, using Belleville Spring Washers (Cone Springs) for initial preload.

If you need to comply with FIA Group N, it would again be the Ralliart Front LSD, with a VCU (set to a softer tarmac setting).

E4/6 Diffs Available Are as Follows:

CUSCO

Front

RS Type

LSD147FV1 (1 way)

LSD147CV1/LSD147CV115 (1 or 1.5 way)

LSD447FV1/LSD447CV1/LSD447CV115 (TME)

MZ Type

LSD147D (1 way)

LSD147BV1/LSD147BV115 (1 or 1.5 way)

LSD447D/LSD447BV1/LSD447BV115 (TME)

Rear (RS Models)

RS Type

LSD141F/LSD141F2 (1/2 way)

LSD141L15/LSD141L2 (1.5/2 way)

LSD141FG

LSD141FR

MZ type

LSD141A/LSD141A2 (1 or 2 way)

LSD141K15/LSD141K2 (1.5/2 way)

Rear (GSR Models with AYC)

RS Type

LSD448F/LSD448F2 (1/2 way)

LSD448L15/LSD448L2 (1.5/2 way)

KAAZ

Front: DBM2060 (1.5way, 12 plates)

Centre: DBM2070 (1.5way, 12 plates)

Rear: SBM2031 (1.5way, 20 plates) (also fits Evo1-3 and Evo 7-X)

RALLIART

RA763555N3 - Production stopped

From left to right: Wavetrac, Ralliart Gp.N and Standard Open Diff

RA581182S1 for Tommi Makinen Edition/E7

RA763555S2 (big non-homologated)

QUAIFE

Evo 4/6 Centre (helical gear/torque bias type)

Evo 7, 8, 9

Evo 7-9, which has OE Active Centre Differential (“ACD”)

The OE ACD changes everything – as this controls your centre diff. options. Providing you with gravel and tarmac options in one diff.  By changing the ACD Controller, you can make the centre diff. more effective and controllable – such Controller units are available from GEMS, KAPS and MoTeC.

FIA Group N

For FIA Group N, you should use the homologated front & rear diffs. by Ralliart or Toth (front only).

Homologated E8/9 front diff. has 12 plates and rear diff. has 16 plates

Cusco make diffs, but they do not have the correct design/Number of plates.

Ralliart offer gravel and tarmac set-ups (small difference in ramp angles).

Non-Group N Options Are:

For gravel we would recommend the Cusco MZ diffs., which use the Belleville Washers (cone springs) for initial preload.

For tarmac we would recommend the Cusco RS diffs., which use a varying No. of small coil springs for initial preload. These provide very progressive action.

A further option for the Front diff. is the WaveTrac helical gear Torque Biasing Diff. , similar to the standard OE option, but stronger.

For track cars with AYC rear diff. Evo4-9, the AYC can be made more positive by adding the Cusco LSD, which replaces the AYC’s OE open diff, which is controlled by the AYC clutch pack.  (this can be run with or without AYC control)

E7/9 Diffs Available Are as Follows:

CUSCO

Evo 7 (ACD) – for VCU car see E6 TME above

Front

RS Type

LSD449F (1 way)

LSD449C/LSD449C15 (1 or 1.5 way)

Rear (RS Models) – As for Evo.4-6 above

Rear (AYC Models)

RS Type

LSD448F/LSD448F2 (1 or 2 way)

LSD448L15/LSD448L2 (1.5 or 2 way)

Evo 8-9

Front

RS Type

LSD450F (1 way)

LSD450C/LSD450C15 (1 or 1.5 way)

Rear (RS Models) - As for Evo.4-7 above

Rear (AYC Models) - As for Evo.7 above, Cusco

KAAZ

Rear: SBM2031

RALLIART

Front

RA580103S1 (Evo 7, ACD)

RA980736S3 (Evo 8/9, standard setting)

RA980736S4 (Evo 8/9, hard setting)

Rear

RA534828K1 (Evo 7-9)

WAVETRAC

Evo 8-9 Front: 76.309.190WK

(Helical gear type – The Wavetrac does not noticeably bias torque on deceleration (although it does), unless severe loads are seen one side over another during that time. The thing to realize here, in the Evo’s case, is that in the front axle position, it is often most desirable NOT to have axle clamping happening during deceleration , as it adversely affects turn-in. The Wavetrac in the front of an Evo works wonders on a track – it allows you to soften up the rear roll stiffness and get that car rotating to set up for acceleration out of the corner. And the Wavetrac won’t get upset running off the curbs, or into the infield a little – it’s very forgiving and makes for a smoother application of power, which can be kinder on the other transmission components).

See picture above – where it stands next to N3 diff.

Evo X

EvoX Diffs available are as follows:

CUSCO

Front (SST Models)

RS Type

LSD453F (1 way)

LSD453C/LSD453C15 (1 or 1.5 way)

MZ Type

LSD453A (1 way)

LSD453B/LSD453B15 (1 or 1.5 way)

Front (5-speed M/T models)

RS Type

LSD454F (1 way)

LSD454C/LSD454C15 (1 or 1.5 way)

MZ Type

LSD454A (1 way)

LSD454B/LSD454B15 (1 or 1.5 way)

Rear (RS Models) - As for Evo.4-9 above

Rear (AYC Models)

RS Type

LSD452F/LSD452F2 (1 or 2 way)

LSD452L15/LSD452L2 (1.5 or 2 way)

CUSCO ProAdjust

(Adjustable ramp angles 0⁰-15⁰-45⁰-45⁰/45⁰-55⁰/35⁰-65⁰/25⁰ – 1, 1.5 or 2way)

Evo 7 Front: LSD449R (RS Type)

Evo 8-9 Front: LSD450R (RS Type)

Evo 1-10 Rear: LSD141R (RS Type), LSD141S (MZ Type)

As a HKS Distributor we have to work closely with their European staff. One of our customers stripped his Skyline GT-R RB26DETT, which had twin GT30 turbos fitted. He needed to replace all the special gaskets, but we weren’t sure about all the Part No’s. Nathan at HKS Europe quickly came back with all the details, as you can see in the pic. It’s true what they say – together we are stronger – and we’re here to serve!

Next please?!!

All parts are listed on Part-Box, if you need one or all these parts, please click the required part number:

14009-AK006

17173-061259

1409-RA032

14009-AK004

34001-AK004

1499-RA065

G65455-K00310-00

More parts for the Suzuki Ignis Sport Project Race car have arrived

We now have full race bucket seats by Sabelt for the driver and one passenger ;

Driver Race Seat is a “Sabelt Taurus”
Passenger Seat is a “Sabelt GT30″

We also have a new Sabelt “DAKAR” steering wheel
380mm Diameter
1/2 Dished Steering wheel
65mm Depth (Fantastic Feel)
Suede Leather
Black Colour Spokes

Picture Below ;

These parts can be supplied by ourselves at Part-Box Online
Sabelt Taurus Race Seat available here : http://www.part-box.com/product_info.php?products_id=81667
Sabelt GT30 Bucket Seat available here : http://www.part-box.com/product_info.php?products_id=81668
Sabelt Dakar Steering Wheel available here : http://www.part-box.com/product_info.php?products_id=81669

More news to follow

Following on from our Suzuki Swift road and track-day projects, we decided to look at entering the 2012 Nippon Challenge and try our hand at racing. Being beginners and with only a small budget available, we decided to use a Suzuki Swift Ignis Sport. The 1.5 M15A engine is very similar to the SSS 1.6 M16A and the car should be quite light when we’ve finished building it.

After driving the Ignis Sport at the sprint, we were very impressed with the way it drove and it’s great fun, so we had to do more. Now it’s having a roll cage fitted at PP Cages – a bolt in 6 point escape dash, with door bars and harness bar, which will soon be available to order from Co-ordSport/Part-Box.
See pictures below, These show the car in pretty basic/standard formation at Blyton with no roll cage. Also shows the progress of the Roll cage fitment at PP Cages.

Whilst the cage is being installed, we’ll be rebuilding the gearbox and fitting a Cusco LSD. The engine will be re-linered out to 85mm, and fitted with Wiseco forged pistons, ACL Race bearings, Big Valve Head (SuperTech Nitrided valves and lightweight “shim under” followers). Those will be working with Kelford cams, and an MTX clutch and lightened flywheel, amongst many other special parts which are under development!)

The new spec Swift Sport car was only launched by Suzuki in the UK last month, but Cusco in Japan has already designed and produced LSDs for the new MY2012 Suzuki Swift Sport, which has a new 6 speed gearbox.

Available in RS or MZ formats, under reference LSD-619-xxx, depending on spec. (1 or 1.5way, RS with coil-springs for pre-load or MZ with cone-spring plates for serious competition).

Retail price £888.73+VAT.

Cusc0 LSD Information : Read more about Cusco LSDs

Parts for the Suzuki Swift Sport : ** View all the Suzuki Swift Sport parts we have here **

A dealer recently suffered some issues after fitting a DeatschWerks 300LPH pump to a Subaru Impreza. The dealer explained that it appeared that the pump had drained overnight, and the car wouldn’t start straight away, as it seemed the pump required priming (something he had not experienced with other pumps.

Mike Deatsch of DeatschWerks responded with the following invaluable advice of things to check:

Based on the description I got from you, below could be possibilities other than an actual problem with the pump.

Leak at fuel pump outlet

• leaking where the pump outlet seals to the pump assembly. Leaks at this connection can be tough to figure out because they are usually small enough that the car will run and drive, but big enough to cause problems such as fuel delivery or loss of pressure when the car is turned off

Check valve

• There is a one way check valve in the outlet of the pump. This is so that fuel does not drain back into the tank when the car is turned off. It keeps lines pressurized for easy start up. Just like a normal check value, it moves back and forth easily. Can be heard moving if the pump is lightly shaken. Could  possibly be stuck in the “open” position allowing fuel to drain back to the tank.

Vent hole

• All turbine impeller pumps have a very small vent hole on the bottom of the pump that assist in evacuating air upon priming the pump. If that vent hole gets covered and sealed up, priming the pump can be difficult. It is kind of a fluke thing for it to happen, as the pump needs to sit just right on the lower isolator for the vent hole to get covered/sealed. If this is the case,  repositioning the pump will usually fix this. Or I have knownn a couple of installers drill a small hole in the rubber isolator where the vent hole is (but not common)

Fuel pressure

• Because of the high flow of the DW300, sometimes the fuel pressure needs to be adjusted or the engine’s tune adjusted to compensate. If the car has the factory fuel pressure regulator, sometimes that regulator is not able to handle the increased flow and  the base fuel pressure can bump up 5-10 psi when using such a large pump. If not adjusted for the change, this can cause the car to run all round richer air fuel ratios. Often it is not enough to be noticeable, but every car is different, and if it was already running on the rich side, the increased base fuel pressure could make it worse. This is easily adjusted for if the car has an aftermarket adjustable fuel pressure regulator installed and a fuel pressure gauge.

General installation

• if the pump is not installed so it is in the same exact location as the factory pump (higher or lower) or if the fuel sock (pick up point) is sitting or orientated at a different location than stock, fuel pick up problems can occur, possibly not allowing fuel to be delivered correctly.

They supply an experienced engine tuner “XLR8 Engineering”, who uses them in Nissan 350Z’s for the Dutch 350Z Challenge, Running E85 Fuel and now an Aston Martin V8 Vantage to be raced in the Dutch Supercar Challenge – 4.7 Litre V8, With Heads+Fuel system of the Jaguar XKR 4.2 V8 Engine.

Deatschwerks Fuel Pumps & Injectors available here

More information on this car and the Dutch Supercar Challenge below ;

Dutch Supercar Challenge Info

Aston Martin V8 Supercar Info