The car has evolved from a completely standard imported Lancer Evo 5, bought in 2003. As a standard factory car, we set a new class record on its first ever outing at Fintray Hillclimb. The performance as an 'out of the box' hillclimb car impressed us so it would have been rude not to tune and improve the car. At that time, we had no idea where it would lead!
We have regularly competed at hillclimb and sprint events in Scotland. Doune, Forrestburn, Fintray, Golspie, Alford, Boynie to name a few. Recent years have seen us venture south to England and compete at Shelsley Walsh, Loton Park, Harewood and Prescott Hillclimbs. We have posted some videos from events here: http://www.youtube.com/user/evomadmac?feature=mhee
The current basic spec is as follows:
2.3l forged stroker - 860hp
ND stage 4 head
ND cams
To4Z turbo on Shearer manifold
Harrop HTV 1320 supercharger
Chargecooler & Intercooler
CMS 5-sp Dogbox
Torque bias front diff
Plate type rear diff
Titanium propshaft
Drenth sequential system with ECU controlled flatshift
Motec M800 ECU
Rota 10" x 18" alloys with Avon A50 compound hillclimb slicks
Bespoke full venturi underfloor and tunnel
Deep chord rear wing
Nitron 3-way coilovers
Bespoke tubular front and rear subframes
Aluminium exhaust boxes with side exit
Carbon Fibre doors and bootlid
We have regularly competed at hillclimb and sprint events in Scotland. Doune, Forrestburn, Fintray, Golspie, Alford, Boynie to name a few. Recent years have seen us venture south to England and compete at Shelsley Walsh, Loton Park, Harewood and Prescott Hillclimbs. We have posted some videos from events here: http://www.youtube.com/user/evomadmac?feature=mhee
The current basic spec is as follows:
2.3l forged stroker - 860hp
ND stage 4 head
ND cams
To4Z turbo on Shearer manifold
Harrop HTV 1320 supercharger
Chargecooler & Intercooler
CMS 5-sp Dogbox
Torque bias front diff
Plate type rear diff
Titanium propshaft
Drenth sequential system with ECU controlled flatshift
Motec M800 ECU
Rota 10" x 18" alloys with Avon A50 compound hillclimb slicks
Bespoke full venturi underfloor and tunnel
Deep chord rear wing
Nitron 3-way coilovers
Bespoke tubular front and rear subframes
Aluminium exhaust boxes with side exit
Carbon Fibre doors and bootlid
Most of the car's bespoke parts are truly 'one-offs' which have been built and developed by Madmac Motorsport
Developed to stabilise the car, reduce lift and reduce drag, our venturi underfloor has been made in 5 sections. Covering the complete underbody, the sections have been designed to allow quick access and are easy to remove/refit for access. The 'side pods' are bolted to the sills and chassis legs and are easily removed for when the car goes onto the rolling road. A centre section slides in from front or rear to close up the centre of the raised tunnel. Front and rear bumpers slide onto guides and interlock to the side pods and centre sections, then held on the car with 2 'R' clips. To access underneath the engine/transmission or the rear end of the car is simple, just pull out the clips and slide the bumpers off! The floor shown opposite has been manufactured using glass fibre weave, as it was only designed to last only a few events and experimental. The durability of this first set has surprised us. These are still the prototype parts made from the moulds 3 years ago. Despite many attempts to rip it all off in competition, we have not been able to destroy it yet!
We plan to use our moulds to make more of these 'kits' in both glassfibre and e-glass pre-preg weave, essentially similar to pre-preg carbon but half the price. We built our own oven which is large enough to take the moulds, and with a vacuum bagging system intend to make this in a super lightweight material in the future. Added to the floor, and not shown in this photo, are 2 'skirts' that increase the depth of the rising-rate tunnel and maximise ground-effect. The air enters at the front splitter to just behind the engine where the tunnel rises and widens to create a low pressure zone around mid-car. The air is chanelled at the rear venturi which again rises to the bumper. We have taped 150mm wool sections to the underfloor and videoed the air flowing under the car while out on the track. Due to the immense costs of booking a wind tunnel for the day, we have not wind tunnel tested any of our aero parts, but going by the times set at venues, we do know it's making a sizeable difference to the stability and grip at higher speeds. The deep-chord rear wing compliments the underbody aero. When driving on the road, we noticed cars following were keeping their distance. This turned out to be because stones as large as 20mm were being sucked off the road and thrown airborne out the back of the car!. On a dusty track, you can clearly see a cloud of dust in the centre at window level in the rear view mirror, at speeds of 60mph and over.
A carbon fibre front bumper and floor section have been made recently which dropped the weight by some 12Kg. The development set being made from GRP with a foam sandwich had absorbed moisture which added considerably to the weight. This complete front end now weighs just 7Kg with the wooden splitter. We hope to make the side skirts and rear bumper/venturi in carbon through the year which should remove another 25Kg.
More on the underfloor here including photos of how this was created from scratch: http://www.lancerregister.com/showthread.php?p=4034223#post4034223
A carbon fibre front bumper and floor section have been made recently which dropped the weight by some 12Kg. The development set being made from GRP with a foam sandwich had absorbed moisture which added considerably to the weight. This complete front end now weighs just 7Kg with the wooden splitter. We hope to make the side skirts and rear bumper/venturi in carbon through the year which should remove another 25Kg.
More on the underfloor here including photos of how this was created from scratch: http://www.lancerregister.com/showthread.php?p=4034223#post4034223
'Twincharger'
As the power level increased by changing to bigger turbos over the years, it got to the point that the car was actually slower point to point, despite making 650hp. This is due to turbo lag - not as much of a problem on a circuit car, but on a hillclimb or sprint, those precious tenths of a second waiting for the turbo to spool added up to slower times overall. The sudden burst of power when you were trying to keep a good line through a corner made the car difficult to drive 'on the edge'. We assessed a lot of options here, and finally settled on installing a supercharger to run in conjunction with the turbocharger. This took a lot of designing, fabricating brackets, manifolds, pipework, chargecooler system and anything else that needed moved or modified to accommodate the parts. Particular attention was paid to weight distribution, so the ideal place for the supercharger is below the inlet manifold at the rear of the engine. This has created a very cramped engine bay and packaging this lot under the bonnet of an Evo 5 really was a nightmare. Now complete, it looks tidy (and mostly organised)! The system was designed to be as close as we could get to our goals from the outset, and development has been relatively easy although we have had some failures during the development phase as well. Supercharger drive ratios were experimented with, belt drives have remained reliable, and the graph below tells the rest of the story! Throttle response is instant and the substantial mid-range torque hauls the car out of the corners very quickly. Ideal for hillclimbs and sprints.
'Made in Scotland', something we at Madmac Motorsport are very proud of! Taking into account that this has been designed and built in a private garage!
This was the engine bay back in April 2011. It hasn't changed much, tidied up a bit and the addition of the Drenth sequential shifter barrel on top of the gearbox.
Somewhat cramped but we can still replace a gearbox or clutch in 2 hours!
Some more info here: http://www.lancerregister.com/showthread.php?t=315815
Somewhat cramped but we can still replace a gearbox or clutch in 2 hours!
Some more info here: http://www.lancerregister.com/showthread.php?t=315815
We decided the chargecooler system was too heavy so we found a Garrett intercooler core and cut it down by 100mm in length, fabricated alloy end tanks and re-made the pipework around the engine bay. The intercooler is in the same position as the chargecooler and is fed air from the left headlamp through a bespoke carbon shroud which also supports the intercooler. The air exits through the bonnet into a low pressure area created by another bespoke carbon shroud. This has turned out to be even more efficient than the water/air chargecooler and we are logging air temp out of the core at a few degrees above ambient. It is also some 31kg lighter as we got rid of the boot mounted radiator, pipework, ducts, and the 6L of water it needed.
Tubular Subframes
We designed and built a tubular rear subframe for Evo 4/9 models in 2008. This proved strong and light as expected. It has now been properly tested in race conditions on our own car. Unfortunately we allowed a photo of this to get into the hands of another tuner who copied it and started selling them on Evo forums. This is why we can't show photos of the front subframe.
The front subframe was a big project to complete, taking hundreds of hours to build and perfect. Made from thin wall steel CDS tubing, it weighs only 5.5Kg...! Weight was further reduced by making the lower wishbones from the same material. The strength of the subframe lies in its clever design. All tubing is straight, and all loads distribute through the subframe to the bodyshell. Tested under extreme loads, our prototype subframe has shown no signs of weakness in any areas after almost 2 years of punishment. Total weight saving over the OE front subframe and wishbones is some 26Kg. Plans are underway to make these available as a kit for tarmac use only.
UPDATE 17 May 2013: Our 3D model is almost finished and we can move onto the next stage towards the production of this subframe. We have designed a method of adjusting the bump-steer within the subframe and altered the geomerty so a tarmac car can be lowered and still keep an acceptable roll-centre. A jig still needs to be made for production which will take time and money but at least we're progressing finally!. Watch this space for updates
The front subframe was a big project to complete, taking hundreds of hours to build and perfect. Made from thin wall steel CDS tubing, it weighs only 5.5Kg...! Weight was further reduced by making the lower wishbones from the same material. The strength of the subframe lies in its clever design. All tubing is straight, and all loads distribute through the subframe to the bodyshell. Tested under extreme loads, our prototype subframe has shown no signs of weakness in any areas after almost 2 years of punishment. Total weight saving over the OE front subframe and wishbones is some 26Kg. Plans are underway to make these available as a kit for tarmac use only.
UPDATE 17 May 2013: Our 3D model is almost finished and we can move onto the next stage towards the production of this subframe. We have designed a method of adjusting the bump-steer within the subframe and altered the geomerty so a tarmac car can be lowered and still keep an acceptable roll-centre. A jig still needs to be made for production which will take time and money but at least we're progressing finally!. Watch this space for updates
