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Mitsubishi Lancer Evolution Nine Car Test - Super Test

Nine EVOs, Five Tests, No Winner

Jun 1, 2004
0406_sccp_01_z+mitsubishi_lancer_evolutions+group_pic Photo 1/1   |   Mitsubishi Lancer Evolution Nine Car Test - Super Test

EVO tuners are anxious people. They're anxious to know how their cars will be evaluated. They're anxious about acceleration, anxious about braking, anxious about drivers and tires and anxious about how many runs they'll be allowed. They're anxious right up until you ask them to be somewhere early so you can put their car on a dyno and measure its output. And then they're late.

The two full days of EVO flogging began at K&N in Riverside, Calif., where each car took a turn on the chassis dyno. From the dyno, we went directly to California Speedway in Fontana, where we measured braking, acceleration and lateral grip. The final test would be performed at the Streets of Willow Springs Raceway in Rosamond, Calif. In all, there are five tests to see what the best in the country can do with Mitsu's bad boy.

As the umpires of this contest of Mitsu madness, we came up with a few rules. First, fuel was unrestricted. California's pump gas is an insult to the world of boosting and high specific output, so we allowed race gas and every competitor chose to use it. Second, no one was to show up on Hoosiers or Kumho A710s. These, the stickiest of the sticky street tires, would have put any competitor at such an unfair advantage that every car would have needed to use them to produce meaningful numbers.

Then we decided to not pick a winner. No, not because we're wimps, but because there are too many differing costs and tuning philosophies among this bunch to narrow to one winner. In other words, this was not a shootout, it was a gathering of cars and tuning talent to see just how far the aftermarket has progressed with the vehicle we named the 2004 Sport Compact Car of the Year.

At 7 a.m., there were three EVOs in the K&N parking lot, including the stock RS version we drove ourselves and used as a baseline for all five tests. Seven more were AWOL. Cell phones chattered and our ears rang with excuses.

By 9:40 a.m., eight cars had spun the rollers. The Vishnu crew ran into a logistical glitch. The lug nuts for the car's Volk wheels were in another vehicle, which had a flat tire 200 miles away. They were given 20 minutes to hit the dyno or be excluded. The show had to go on and there was no time to wait. At 10 a.m., with its stock wheels and stock Yokohama rubber, the Vishnu car was strapped onto K&N's dyno.

Five minutes later, our cell phone rang to confirm the Buschur Racing customer car wouldn't make it-clutch problems, apparently. As we rolled out of K&N, we'd tested nine cars-eight tuners, plus the EVO RS. Power ranged from RB Motoring's 279 hp to Road/Race Engineering's 469 hp. The RS turned the rollers at 241 hp.

The games had begun.

It's not obvious from the photos, but there are some affordable cars in this group. Cars with only a few thousand dollars in mods. Cars with stock turbos, stock brakes and stock tires. EVOs are so good, it seems, many tuners leave well enough alone. Either that or they simply don't have their shit together. We found out which soon enough.

One of the most stock, ironically, is from Vishnu Tuning, which claimed to have had "issues" with the more powerful car it intended to bring. The Vishnu car, a customer-owned machine, is a simple Stage One setup with a reflashed ECU, Vishnu exhaust and HKS cams. Nothing special, or so we saw. Aside from a Cusco rear anti-roll bar, everything else in the suspension, including the wheels and tires, is stock.

Works rolled up in a slightly more modified EVO, but still one of the milder cars in the group. Its reflashed stock ECU controls a 4G63 fitted with an ATP/Works turbo kit, a Works throttle body and Works exhaust. Works/Zeal coil-overs suspend the chassis and huge 255/35-18 Pirelli P Zeros on Works/Desmond Regamaster forged wheels make it stick.

RB Motoring, without much time to prepare, rolled into our test of EVO insanity with a striking silver rig slathered in vinyl attitude. The RB car is a collection of carefully chosen bolt-ons designed to increase performance without proportionally increasing price. Standard goodies like a Mines downpipe, Attain titanium exhaust and an A'PEXi airbox improve flow. An A'PEXi Super AFC controls fuel while SARD 700 cc/min injectors deliver it. Ohlins PCV coil-overs handle spring and damping duties while 18-inch Work wheels and 245/35-18 Goodyear GS Fioranos improve grip.

We'll call XS Engineering's EVO the middle of the road in this group of heavy-breathing over-achievers. The XS EVO still uses the stock turbo but virtually every other part of performance consequence has been replaced or upgraded. XS has replaced nearly every bit of plumbing surrounding the turbo on both the hot and cold sides. And those stock pieces that remain, like the exhaust manifold, turbine housing and oxygen sensor housing, are extensively ported. XS bolted on JIC's FLT-A2 coil-overs and the baddest Brembo brakes in the test-four-piston billet calipers with titanium piston inserts at both ends.

Then there are the others-the big-mod, big-motor machines. Exotic tubular exhaust manifolds, huge turbos and stand-alone engine management are the norm here. Cars like TODA Racing's 2.3-liter bad boy, stroked to 100 mm (over the stock 87.8 mm) and wearing a prototype XS Engineering Racemax turbo kit, including a GT3037 turbo and cast manifold. The stock suspension was replaced with TODA/Fightex coil-overs and a Progress rear anti-roll bar. Toyo RA1s in 235/45-17 replaced the stock rubber. TODA showed up to demonstrate it had more than just a few Honda tuning tricks up its sleeve with parts for Mitsubishi, Nissan, Toyota and Mazda.

Sparco and A'PEXi collaborated to bring perhaps the most well-rounded car of the bunch. Designed to excel at every discipline, this pampered machine got as much attention as a delicate F1 car between tests, but with the exotic hardware onboard, that's almost expected. An A'PEXi RX6 IHI turbo and gorgeous stainless-steel manifold combine to make big, usable power. Naturally, A'PEXi's Power FC stand-alone ECU controls the engine. N1 coil-overs, also by A'PEXi, combine with an adjustable Progress group rear anti-roll bar, 245/40-17 Yokohama A032R rubber and 17x8.5-in Volk Racing Gram Lights to balance the chassis.

Never a tuner to miss any test involving Mitsubishi's 4G63, Road/Race Engineering showed up with its big-dog EVO. The Road/Race car was built in cooperation with GReddy and uses many of its hard parts. The most significant are GReddy's T-67 25G turbocharger, tubular exhaust manifold and Type R external wastegate. HKS cams, an RRE downpipe and JIC titanium exhaust also help flow. AEM's EMS stand-alone ECU does the brainwork. Road/Race reworked a set of JIC FLT-A2 coil-overs to its own specification and combined them with JIC camber plates, an RRE rear anti-roll bar and a John Mueller-spec alignment to make the EVO turn.

Rhys Millen Racing's EVO showed up with an HKS GT2835 turbo kit, including a bad-ass tubular manifold, RMR intake, downpipe and exhaust. Controlling the engine is an Autronic ECU tuned by RMR. Tein Flex coil-overs and Tein's cockpit-mounted Electronic Damping Force Controller, in combination with a Cusco adjustable rear anti-roll bar, make the chassis work. Stillen brake rotors are used with stock Brembo calipers and pads. Seventeen by nine-inch Enkei RPO2-J wheels and Yokohama AO32R rubber complete the package.

The EVO RS, Mitsubishi's latest edition to the EVO family, was the perfect car to baseline this test. It's lighter than a standard EVO by 88 pounds, thanks to a lack of air conditioning, stereo, power locks, power windows, power mirrors and sound deadening. It also packs a front helical limited-slip differential. So, theoretically, the RS should be the fastest EVO you can buy.

Experience told us the minimal weight loss wouldn't matter much, but we did record the quickest acceleration times we'd ever measured from an EVO with this car. It hit 60 mph in 4.8 seconds and ran the quarter in 13.3 seconds at 101.3 mph.

On the racetrack, it does things most of the modified cars could only dream of. Around the 180-degree Turn Eight, the RS is a rallyist's wet dream. Pitch it in with a little flick in the opposite direction, then hold on as the front bites and pulls the car into easily controlled oversteer. Nearly every other car in the test understeers painfully around this corner. This unconventional technique actually proves to be nearly a full second quicker per lap, proving again how much understeer sucks.

Total time: 1:01.52.

At this point, the Vishnu boys pull their heads out of the sand and decide to swap the worn front tires off their car for some new rubber from another stock EVO. The trade? A Vishnu reflashed ECU should be worth a few thousand miles of rubber.

Look inside the Vishnu EVO. Stock. Antiseptically stock. Almost boring. Doesn't matter. EVO interiors are designed for function, so stock still serves a very defined purpose. Settle in, fire the engine and putt away with little more effort than yes, you guessed it, stock. Sure, clutch take-up and modulation are different, but livable-barely noticeable, really. Ride quality feels just like our Project EVO-stock with the edge ever so slightly degraded through miles and time. Still, that edge, wonderful edge that all EVOs have, is still there, and it's still sharp enough to cut miles of winding tarmac into bits whenever you want.

Lay into the throttle and the cutting begins. What seems like impossible power delivery from the stock turbo sends the black EVO into fits of brain-punishing acceleration. This is good. This is very good. With enough shove to hit 100 mph in 9.7 seconds, 3.4 seconds quicker than stock, this is the sleeper of the group. Sixty comes in only 3.9 seconds. The quarter mile is gone in 12.2 seconds at 112.7 mph. Fast. Nearly stock. Cool.

Try to put that power down exiting a turn and things change considerably. Cusco's adjustable rear anti-roll bar set to full stiff gives the car proper exit attitude, but causes other problems. The otherwise stock suspension allows lots of roll and ultimately the EVO finds its inside rear tire floating in mid air. Despite its clutch-type limited slip, every last horsepower escapes through that desperately spinning tire. This kills lap times. Vishnu finds itself only .14 seconds faster than the stock RS around the track.

It took one launch in the Works EVO to find out how different a machine it is. Moderate revs and a serious dose of clutch produced wheelspin in the Vishnu car. The same technique is met with a choke, bobble and bog in the Works machine. Time for a different launch strategy. Six thousand rpm, feed out the clutch, feed in full throttle and blam, we're off. Repeated attempts produce a 12.9-second e.t. at 107.9 mph-a testament to the single-disc, organic clutch, which takes the abuse without failure.

But there are problems. Shifting trouble, thanks to a tired transmission, ultimately add several tenths to this car's quarter-mile time and boost response is off mark. The days of turbo lag are virtually gone and a mismatched turbo stands out in this group like the Pope at Monster Jam. As much as we hate to say it, turbo lag hurts the Works EVO's quarter-mile time as much as any transmission problem.

On the road course lag is a factor too, slowing lap times. Still, the Works car pounds around the road course in 1:00.76. And it's loud. With no muffler and a seriously large turbo, it's very quick on boost-getting there is the problem.

Ever wonder how well an EVO handles without anti-roll bars? Neither had we. But the Works boys think it might work on the skidpad. Engineering editor Coleman humors them and heads for the circle. The lesson here? Don't bother. The car pulls 1.00 g without the bars and 1.03 g with them.

RB Motoring fit 245/35-18 Goodyear GS-Fiorano Eagles from the right front of a Ferrari F50 to every corner of its EVO. In this very grippy crowd, Goodyears are to cornering what Justin Timberlake is to Death Metal. Still, the RB EVO circles the skidpad at .97 g, .02 g better than stock. Like we said, different philosophies. With about 48 hours to prepare for this contest, RB's car is, nonetheless, impressive.

In fact, as we jump in the car for a few laps there is still a wideband O2 meter on the floor-a sure sign some tuning has been happening. This EVO is, perhaps, the most high-zoot suspension of any car here. It has Ohlins PCV coil-overs, which, based on our short time in the car, offer a superb ride/handling compromise. But the package isn't quite complete. Sure, there's power and yes, there's grip, but it's clear this car was rushed to our test. It still manages a 1:00.79 lap time-only .03 seconds slower than Works.

Jump to the straight line test and this car is a different animal. Care has to be taken to launch it at an engine speed that dosn't send its stock clutch into a Chernobyl-sized meltdown. Get it right and it rips through the 1320 four-tenths of a second and more than 5 mph better than our stock RS. That is 12.9 seconds at 106.2 mph, thank you very much.

Bottom line here is easy. Bolt-ons. EVOs like them. Much like their DSM cousins, they respond well to simple mods. Well, that and the fourth-gear, full-throttle freeway tuning sessions the RB guys love to brag about.

Shuffling between cars we become anxious to get back in the XS EVO. This car was planned very carefully; it still uses the stock turbo, but it's clear the other parts are neurotically selected and the tuning is meticulous-and we couldn't wait to pour the coals to it on the road course. The stock turbo'd EVOs have the best response in the group. Put simply, they just feel better than many of the big-turbo cars, even if they lack the outright speed. And we're guessing it's this driveability that makes the XS car special.

There's very little missing here, especially in the braking department. What the XS car lacked in short stopping distances on day one (perhaps due to pads that weren't bedded in) it gains back on the track. It takes several laps to work up to the massive braking potential available here. We regret braking too early even after working up plenty of speed and decent lap times. And when we finally get it right, all hell breaks loose when we give it the middle pedal full-on. This car freakin' stops. The result: 59:14 seconds-the first car to break the one-minute barrier.

It goes pretty well, too. Making equivalent power to the Vishnu car, it produces a slightly quicker quarter-mile time-12.1 seconds at 112.6 mph. But it seems that maybe XS is asking too much of the stock turbo, as we can hear compressor surge under certain conditions. With this exception, the XS EVO is highly developed. Eric Hsu, who did the sorting for XS, evidently looked at every detail and is willing to risk some turbo life in hopes of exchanging it for power. Never again will we expect an XS car to be a straight-line-only machine.

Speaking of straight lines, if there is one car here that lives for going straight, it is TODA Racing's 2.3-liter stroker. An extra 326cc displacement goes a long way when it comes to adding sheer muscle. After all, there ain't no replacement for...well, you know.

TODA's EVO is the Funny Car of the group. Dial up five grand on the tach, sidestep the Exedy clutch and the all-wheel-drive gods mash you into the Recaro seat. You can feel the earth move under this EVO's grip and torque. Initially, all four tires ignite in an amazing mechanical melee where physics temporarily take a back seat. There's something special about an honest four-wheel-drive burnout and this car can do it. Luckily, this nonsense only lasts through first gear, which is gone instantly. Sixty is dispatched in 3.5 seconds, with the quarter mile lasting only 11.5 seconds at 117.1 mph. Holy crap, this thing is fast.

But fast, to us at least, means completeness as much as muscle. Balancing power with grace is something that eludes so many. And what TODA has in a straight line, it's missing when pushed on the track. It isn't slow, barely .23 seconds off the mark set by XS at 59.37 seconds, but it's all muscle. The chassis protests directional changes by bouncing through the longer corners. More disturbing is the distrust this causes within the driver. There's character here; it's just more World Wrestling opponent than willing dance partner. Somewhere there's a driver who'll love it, and we can't argue with its pace.

We're now playing in the realm of the big dogs. No more screwing around with stock turbos, cast manifolds or stock ECUs. From here in, the cars are seriously fast. Probably the quickest point-to-point cars on the planet, considering their all-weather, any-road hardware and their injection of aftermarket power. These cars are, quite literally, stupid fast.

Mashing the gas on the RMR EVO, we're again reminded how unique every machine is. The transition to boost in this car is about as subtle as Chris Rock at a prayer breakfast. But once on boost, shifts at redline keep the engine on song. Huge power (376 at the wheels, according to the dyno) make this EVO accelerate as quickly as anything here except the TODA car.

Balance is better in the RMR car than anything so far, but it still didn't feel dialed like we want. There is something missing. Maybe it's strange turn-in, maybe it's some lack of tactile feedback. Maybe it's that Rhys Millen himself didn't have time to set it up before our test. Our biggest problem are the Sparco Torinos, which were mounted so low, we couldn't see out of the car.

Either way, the demons of amorphous handling quirks are here. But, after a quick in-cockpit damper adjustment to stiffen things, it laps in 59.12 seconds-a respectable third quickest.

But it hated the dragstrip. Hard launches in these cars require just enough clutch slip to keep the engine from bogging, but not so much as to turn the friction material to molten, stinking sludge. That happy medium wasn't possible here. Exedy's single-disc clutch protested this abuse by slipping throughout every pass, but it did manage the road course without incident. Ever seen a 12-second car run a 14-second quarter mile? You have now

Still, inside and outside this EVO looks right. There are carbon dive planes on the nose and a carbon wickerbill along the edge of the rear wing-details that set this car out from the crowd. There's even a clean bolt-in cage, which fits well and has quick-release pins on the rear braces to accommodate four people. Details, details, details.

Two left. And they're the ringers of the road course. It's clear the Road/Race boys have a special place in their souls for being the quickest there. And the RRE car showed its guns with big-braked, huge-cambered glory. Coleman questioned its speed after his initial laps. "Maybe I'm missing something, but this thing isn't going as quick as it feels like it should be. You have a go."

So I went. And sure enough, it isn't any faster. Soon, Mike Welch finds a leak in the intercooler plumbing and the RRE crew dives under the car for emergency surgery. Round two produces only a lap and a half at full power before the problems reoccur.

This is the only modified car in the group that manages the EVO RS-like powerslide around Turn Eight. And, had Coleman been able to put together a lap that combined the Turn Eight powerslide and full power, he wagers this would be the fastest car in the group. But it isn't, for several reasons.

The day before, the big, bad, blue EVO misfired its way through the 1320 in 12.8 seconds at 104.3 mph with a failing fuel pump. This failure led to a rod finding its way through the block later in the day. Naturally, this meant an all-night swap to an EVO IV engine for road course testing the following day.

Perhaps even more dramatic was Road/Race's dyno session. Unaware that the EVO's Walbro fuel pump had shit the bed, Welch made two worthless pulls as the car sputtered, popped, misfired and made no power. With one pull left, he had to make it happen. Without telling anyone what he had done or why he had done it, he pulled the wastegate actuator off the turbo, disabled the ECU's knock correction and went for broke. And for some reason, it actually worked. Free of misfires and with the turbo pumping a maximum of 32 psi, the engine revved cleanly to 8000 rpm and made 472 hp and 417 lb-ft of torque. For the just this moment, the EVO gods smiled on Road/Race Engineering.

At this point, we have a rough idea how a really fast EVO worked. Sampling the last seven cars has given us a taste of perfection in different places. The chassis on the Road/Race machine, for example. The engine in the RMR or TODA car. The brakes on XS's ballistic missile. Together, they've given us the briefest glimpse into the stratospheric performance of which these cars are capable

Then we drive the Sparco/A'PEXi EVO.

Remember, we said there was no winner here. And there isn't. But the fastest, easiest to drive, most complete and, let's not forget-most pampered-car here is from Sparco and A'PEXi. Proof? Three timed laps is all it takes to eclipse the rest of the field by nearly one full second on the road course (58.08 sec.). Lateral grip is also second best at 1.05g. There's a lesson there.

Flat into Turn One, then neutral throttle to the braking point for Turn Two. Hard on the stoppers, nudge the wheel toward the back of the turn and get back on the gas early. No arguments. No dizzying tail wagging. Just grip, rotation and confidence. Lots of confidence. The routine is the same everywhere with this car. No surprises

There's lots of fundamental EVO goodness left, too. The steering is still as exacting, precise and full of feedback as God intended. The brakes retard momentum with unnatural certainty and there's power everywhere. Losing touch with the powerband here requires effort. Going slow is almost-dare we say it? Hard.

The power shows in the highest trap speed in the quarter mile: 118.3 mph. The e.t. is second quickest at 11.9 seconds. But it's not so much the power and speed that matter as it is the thoroughness of the car-complete in every way an EVO can be complete.

The same can be said for the EVO after-market. There's something for everyone here.From the three-grand bolt-on machine to the over-the-top EVO that does it all for, we suspect, much more cash.

It's staggering how eight cars that started on the same assembly line with the same hardware came to be so magnificently different once they'd been through the wringer of aftermarket tuning. Cars with the same turbo have wildly different power delivery. Cars with the same brakes and tires feel completely different entering a corner. This is the beauty and diversity and goodness of the EVO aftermarket and its tuners. Different goals. Different philosophies. Different results.

Estimated Price : $27,000
Engine Code : 4G63
Type : Inline four, turbocharged and
intercooled, iron block and
aluminum head
Valvetrain : DOHC, four valves per cylinder
Displacement : 1997 cc
Bore x Stroke : 85mm x 88mm
Compression Ratio : 8.8:1
Claimed Crank Hp : 271 hp @ 6500 rpm
Claimed Crank Torque : 273 hp @ 3500 rpm
Measured Wheel Hp : 241 hp @ 6200 rpm
Measured Wheel Torque : 262 lb-ft @ 3700 rpm
Fuel : 91-octane pump
Layout : Transverse front engine,
all-wheel drive
Gear Ratios
1 : 2.{{{928}}}:1
2 : 1.950:1
3 : 1.407:1
4 : 1.031:1
5 : 0.{{{720}}}:1
Final Drive : 4.529:1
Front : Helical limited slip
Center : Viscous limited slip
Rear : 1.5-way clutch-type
limited slip
Exterior Dimensions
Curb Weight : 3,263 lbs.
Weight Distribution F/R : 60/40
Overall Length : 178.5 in.
Wheelbase : 103.3 in.
Overall Width : 69.7 in.
Track F/R : 59.6 in./59.6 in.
Height : {{{57}}}.1 in.
Front : MacPherson strut, anti-roll bar
Rear : Upper and lower control arms,
one trailing link, anti-roll bar
Front : 12.7 -inch vented discs,
four-piston Brembo calipers
Rear : 11.9-inch vented discs,
two-piston Brembo calipers
Wheels : 17x8-inch forged aluminum
Tires : 235/45-17 Yokohama A046
0-30 mph : 1.6 sec.
0-60 mph : 4.8 sec.
Quarter-Mile Time : 13.3 sec.
Quarter-Mile Speed : 101.3 mph
Lateral Grip (200ft Skidpad) : 0.95g
{{{80}}}-0 Stopping Distance : 207 ft.
60-0 Stopping Distance : 114 ft.
Lap time : 01:01.5
Engine Code : 4G63
Type : Inline four, turbocharged and
intercooled, iron block and
aluminum head
Internal Modifications : None
External Modifications : Vishnu signature series turbo
back exhaust, Forge blow-off
valve, Samco intercooler hose
kit, Vishnu adjustable cam
gears, HKS 264 intake cam,
HKS 272 exhaust cam
Engine Management Mods : Walbro fuel pump, Xede
piggyback ECU
Measured Wheel Hp : 357 hp @ 5900 rpm
Measured Wheel Torque : 319 lb-ft @ 3400 rpm
Fuel : VP Cool Blue {{{100}}}
Layout : Transverse front engine,
all-wheel drive
Drivetrain Modifications : Exedy twin-plate clutch
Front : Stock
Rear : Stock with Cusco rear
anti-roll bar
Front : Stock calipers and rotors,
Goodridge lines
Rear : Stock calipers and rotors
Goodridge lines
Wheels : Stock
Tires : Stock, 235/45-17 Yokohama
Advan A046
Body : Stock
Interior : Stock with factory gauge kit
0-30 mph : 1.5 sec.
0-60 mph : 3.9 sec.
Quarter-Mile Time : 12.7 sec.
Quarter-Mile Speed : 112.7 mph
Lateral Grip (200ft Skidpad) : 0.93g
80-0 Stopping Distance : 208 ft.
60-0 Stopping Distance : 117 ft.
Lap time : 1:01.38
Engine Code : 4G63
Type : Inline four, turbocharged and
Internal Modifications : Works 269 cams
External Modifications : ATP/Works GT30R turbo kit,
Works throttle body, Works
3.0-inch turbo-back exhaust
Engine Management Mods : Works reflashed ECU, 660
cc/min fuel injectors,
Works water injection
Measured Wheel Hp : 352 hp @ 7200 rpm
Measured Wheel Torque : 330 lb-ft @ {{{5000}}} rpm
Fuel : Sunoco {{{GT}}} Plus 104
Layout : Transverse front engine,
all-wheel drive
Drivetrain Modifications : Works CK1 single-disc
organic clutch, Works Spin
aluminum flywheel
Front : Works/Zeal coil-overs,
8 kg/mm springs, Works
25mm adjustable anti-roll bar
Rear : Works/Zeal coil-overs,
8 kg/mm springs, Works
24mm adjustable anti-roll bar
Front : Stock rotors and calipers
with Works/Endless pads
Rear : Stock rotors and calipers
with Works/Endless pads
Wheels : 18x8.5-in. Works forged Tarmac
Tires : 255/35-18 Pirelli P Zero Corsa
Body : Stock
Interior : Works Grab shift knob
0-30 mph : 1.7 sec.
0-60 mph : 4.6 sec.
Quarter-Mile Time : 12.9 sec.
Quarter-Mile Speed : 107.9 mph
Lateral Grip ({{{200}}}-ft Skidpad) : 1.03g
{{{80}}}-0 Stopping Distance : 208 ft.
60-0 Stopping Distance : 116 ft.
Lap Time : 1:00.76
Engine Code : 4G63
Type : Inline four, turbocharged and
intercooled, iron bloack and
aluminum head
Internal Modifications : None
External Modifications : Power Enterprises air filter,
A’PEXi airbox, Mines downpipe,
Mines outlet pipe, Attain
titanium exhaust, Monster
piping, RalliArt spark plugs,
RalliArt grounding kit
Engine Management Mods : A'PEXi Super AFC II, 255
liter/hr fuel pump, SARD
700 cc/min injectors
Measured Wheel Hp : 279 hp @ 6400 rpm
Measured Wheel Torque : 254 lb-ft @ 4900 rpm
Fuel : VP C16 (day one),
F and L Racing 103 (day two)
Layout : Transverse front engine,
all-wheel drive
Drivetrain Modifications : Stock
Front : Ohlins PCV coil-overs,
10 kg/m springs, Energy
Suspension bushings, stock
anti-roll bar
Rear : Ohlins PCV coil-overs, 8 kg/m
springs, Energy Suspension
bushings, stock anti-roll bar
Front : Rotora rotors, stock calipers,
Ferodo pads
Rear : Rotora rotors, stock calipers,
Ferodo pads
Wheels : 18x8.5-in. Work CR-KAI
wheels (WMB finish)
Tires : 245/35-18 Goodyear {{{Eagle}}}
F1 GS-Fiorano
Body : Gialla front bumper w/
carbon-fiber ducts, Gialla hood
Interior : Innovate Motorsports lambda
meter, Casper's Electronis
O2 simulator
0-30 mph : 1.6 sec
0-60 mph : 4.6 sec.
Quarter-Mile Time : 12.9 sec.
Quarter-Mile Speed : 106.2 mph
Lateral Grip (200-ft Skidpad) : .97g
80-0 Stopping Distance : 208 ft.
60-0 Stopping Distance : 118 ft.
Lap time : 1:00.79
Engine Code : 4G63
Type : Inline four, turbocharged and
intercooled, iron block
and aluminum head
Internal Modifications : Crower cams (custom grind),
Crower valve springs, Crower
titanium retainers
External Modifications : XS intercooler kit w/ Racemax
hard pipe kit, XS Racemax
intake, XS Racemax downpipe,
JIC titanium cat-back exhaust,
ported exhaust manifold,
turbine housing and oxygen
sensor housing
Engine Management Mods : A’PEXi Power FC stand-alone
ECU, XS Walbro 255 lph fuel
pump, 1000 cc/min injectors,
custom XS Engineering tune
Measured Wheel Hp : 356 hp @ {{{6000}}} rpm
Measured Wheel Torque : 368 lb-ft @ 4200 rpm
Fuel : Sunoco {{{GT}}} Plus 104
Layout : Transverse front engine,
all-wheel drive
Drivetrain Modifications : ACT heavy-duty street clutch
Front : JIC FLT-A2 coil-overs
12kg/mm springs, stock
anti-roll bar, XS Delrin bushings
Rear : JIC FLT-A2 coil-overs 9kg/mm
springs, Cusco 23 mm anti-roll
bar, XS Delrin bushings
Front : Brembo four-piston billet
calipers, 13.9-in rotors,
Ferodo pads, steel braided lines
Rear : Brembo four-piston billet
calipers, 12.9-in rotors, Ferodo
pads, steel braided lines
Wheels : 18x9-in. Volk Racing GT-7
Tires : 245/35-18 Pirelli P-Zero C
Body : C-West EVO VII bodykit
Interior : RAZO shift knob and pedals,
Door trim and center consoles
lined with Recaro cloth
0-30 mph . : 1.4 sec
0-60 mph : 3.8 sec.
Quarter-Mile Time : 12.1 sec.
Quarter-Mile Speed : 112.6 mph
Lateral Grip (200ft Skidpad) : 1.03g
{{{80}}}-0 Stopping Distance : 215 ft.
60-0 Stopping Distance : 119 ft.
Lap time : 59.14 sec.
Engine Code : 4G63
Type : Inline four, turbocharged
and intercooled, iron block
and aluminum head
Internal Modifications : TODA 2323 cc stroker kit,
87 mm forged pistons,
connecting rods, crankshaft,
Tomei camshafts, Tomei valve
springs, Tomei retainers, TODA
adjustable cam gears, TODA
1.2 mm metal headgasket,
TODA timing belt
External Modifications : XS Engineering turbo and
intercooler, RMR intercooler
piping and exhaust
Engine Management Mods : A’PEXi Power FC, A'PEXi
AVC-R boost controller,
Walbro fuel pump,
750 cc/min injectors
Measured Wheel Hp : 422 hp @ 6900 rpm
Measured Wheel Torque : 390 lb-ft @ 5300 rpm
Fuel : Sunoco GT Plus 104
Layout : Transverse front engine,
all-wheel drive
Drivetrain Modifications : Exedy twin-disc,
Exedy flywheel
Front : TODA/Fightex coil-overs,
stock anti-roll bar
Rear : TODA/Fightex coil-overs,
Progress 25mm adjustable
anti-roll bar
Front : Stock rotors and calipers,
Endless pads and fluid
Rear : Stock rotors and calipers,
Endless pads and fluid
Wheels : 17x8-in. Work Emotion CR KAI
Tires : 235/45-17 Toyo Proxes RA1
Body : Stock
Interior : Recaro Speed seats, Takata
four-point harnesses
0-30 mph : 1.4 sec.
0-60 mph : 3.5 sec.
Quarter-Mile Time : 11.5 sec.
Quarter-Mile Speed : 117.1 mph
Lateral Grip ({{{200}}}-ft Skidpad) : 1.03g
80-0 Stopping Distance : 190 ft.
60-0 Stopping Distance : 110 ft.
Lap time : 59.37 sec
Engine Code : 4G63
Type : Inline four, turbocharged and
intercooled, iron block and
aluminum head
Internal Modifications : HKS 272 intake and exhaust
cams, Unorthodox cam pulleys,
HKS metal head gasket
External Modifications : HKS GT2835 turbo kit, RMR
downpipe, RMR exhaust, RMR
intake, RMR intercooler
hardpipe kit, prototype
RMR intake manifold
Engine Management Mods : Autronic stand-alone ECU,
680 cc/min injectors, {{{Mazda}}}
Cosmo fuel pump, Perrin fuel
rail, Custom RMR tune
Measured Wheel Hp : 399 hp @ 7000 rpm
Measured Wheel Torque : 331 lb-ft @ 5800 rpm
Fuel : VP C16
Layout : Transverse front engine,
all-wheel drive
Drivetrain Modifications : Exedy single-disc clutch,
Exedy flywheel
Front : Tein {{{Flex}}} coil-overs with
Electronic Damping Force
Controller, 7 kg/mm springs,
stock anti-roll bar
Rear : Tein Flex coil-overs with
Electronic Damping Force
Controller, 9 kg/mm springs,
Cusco 23mm adjustable
anti-roll bar
Front : Stock calipers, Stillen 12.7-in.
cross-drilled rotors, STK lines,
Motul {{{600}}} fluid
Rear : Stock calipers, Stillen 12.0-in.
cross-drilled rotors, STK lines,
Motul 600 fluid
Wheels : 17x9-in. Enkei RPO2-J
Tires : 245/45-17 Yokohama A032R
Body : RMR carbon-fiber dive planes,
RMR carbon-fiber winglet
spoiler, RMR carbon-fiber
cold-air hood scoop, Modern
Image graphics
Interior : RMR carbon-fiber gauge pod
with Power Industries boost
gauge, Sparco Torino seats,
RMR bolt-in cage
0-30 mph : 2.5 sec. slipping clutch
0-60 mph : 6.3 sec. slipping clutch
Quarter-Mile Time : 14.6 sec. slipping clutch
Quarter-Mile Speed : 89.2 mph slipping clutch
Lateral Grip (200-ft Skidpad) : 1.01g
80-0 Stopping Distance : 198 ft.
60-0 Stopping Distance : 110 ft.
Lap time : 59.12 sec.
Engine Code : 4G63
Type : Inline four, turbocharged and
intercooled, iron block and
aluminum head
Internal Modifications : ARP cylinder head studs
External Modifications : GReddy, T-67 25G turbocharger,
GReddy tubular exhaust manifold,
GReddy Type R external wastegate,
HKS 272 cams, AEM adjustable cam
gears, RRE 3-in. downpipe, JIC
titanium exhaust, AEM intake and
filter, Magnus intake manifold, RRE
intercooler piping, GReddy intercooler,
GReddy Type S blow-off valve,
RC Engineering throttle body,
Fluidyne radiator
Engine Management Mods AEM EMS stand-alone ECU,
Walbro 255 lph pump (day one),
stock fuel pump (day two),
GReddy 600cc/min. injectors
Measured Wheel Hp : 472 hp @ 6200 rpm
Measured Wheel Torque : 417 lb-ft @ 5500 rpm
Fuel : VP C16 leaded
Layout : Transverse front engine,
all-wheel drive
Drivetrain Modifications : RRE heavy-duty street disc, RRE
3,000lb pressure plate, Fidanza
aluminum flywheel, RRE
stainless-steel clutch line, front
Torsen limited-slip differential
Front : JIC FLT-A2 coil-overs w/RRE
spec spring rates, JIC camber
plates, stock front anti-roll bar,
Energy Suspension bushings
Rear : JIC FLT-A2 coil-overs w/RRE spec
spring rates, RRE rear anti-roll bar,
Energy Suspension bushings
Front : Stoptech 13.0-in rotors and four-
piston calipers, Hawk Blue pads
Rear : Stoptech 13.0-in rotors and four-
piston calipers, Axxis Ultimate pads
Wheels : 17x8.5-in Rays Engineering
Gram Lights 57s
Tires : 255/40-17 Toyo Proxes RA1
Body : Carbontrix carbon-fiber rear window
vents, Modern Image graphics
Interior Sparco EVO seats, Schroth four-point
harnesses, Sparco wheel, Carbontrix
carbon-fiber interior panels, GReddy
coolant temp. and oil pressure gauges
0-30 mph . : 1.3 sec
0-60 mph : 4.2 sec.
Quarter-Mile Time : 12.8 sec.
Quarter-Mile Speed : 104.3 mph
Lateral Grip ({{{200}}}-ft Skidpad) : 1.06g
{{{80}}}-0 Stopping Distance : DNS
60-0 Stopping Distance : DNS
Lap Time : 59.01 sec.
Engine Code : 4G63
Type : Inline four, turbocharged and inter-
cooled, iron block and aluminum head
Internal Modifications : 1.1mm A’PEXi head gasket,
A’PEXi prototype camshafts
External Modifications : A’PEXi RX6 IHI TCW15P18 turbo kit
with stainless-steel exhaust
manifold, water-cooled wastegate,
custom intercooler piping by APi
R&D, A’PEXi Drag Core Intercooler,
AEM adjsutable cam gears,
NGK plugs, A’PEXi aluminum
radiator, Samco radiator hoses, Earls
oil cooler, A’PEXi {{{GT}}} Spec exhaust
Engine Management Mods : A’PEXi power FC standalone ECU,
Stock fuel pump to APi R&D collector
tank, 280 liter/hr Bosch fuel pump,
{{{720}}} cc/min Nippon Denso Injectors,
A’PEXi fuel pressure regulator,
A’PEXi AVC-R boost controller,
Custom A’PEXi tune
Measured Wheel Hp : 399 hp @ 6800 rpm
Measured Wheel Torque : 334 lb-ft @ 5800 rpm
Fuel : Sunoco GT Plus 104
Layout : Transverse front engine,
all-wheel drive
Drivetrain Modifications : Exedy twin-plate clutch
Front : A’PEXi N1 pro coil-overs,
Cusco anti-roll bar
Rear : A’PEXi N1 pro coil-overs,
Progress 25mm adjustable
anti-roll bar
Front : Brembo four-piston calipers
(GT1), 13.0-in rotors, Pagid
pads, Goodridge braided lines
Rear : Brembo four-piston calipers
(GT3), 12.9-in rotors, Pagid
pads, Goodridge braided lines
Wheels : 17x8.5-in Volk Racing Gram Lights
Tires : 245/40-17 Yokohama A032R
Body : AAR carbon-fiber hood and trunk,
A’PEXi Extreme wing, Gialla front
bumper, RalliArt mirrors
Interior : Sparco {{{Enzo}}} seats (carbon fiber),
Sparco professional 3-in. harness,
Sparco flash 5 steering wheel,
Sparco Easy shift knob, Sparco
carbon-fiber pedals, Sparco SCC3
shift light, A’PEXi boost, oil temp.
and coolant temp. gauges in RalliArt
cluster, Design Craft roll cage, lots of
crazy Pioneer audio components
0-30 mph : 1.4 sec.
0-60 mph : 3.7 sec.
Quarter-Mile Time : 11.9 sec.
Quarter-Mile Speed : 118.3 mph
Lateral Grip (200-ft Skidpad) : 1.05g
80-0 Stopping Distance : 203 ft.
60-0 Stopping Distance : 111 ft.
Lap time : 58.08 sec.



The G-Class has changed a lot since the 460-series debuted in 1979. Today, the G-wagon is now as much an S-Class as it is an off-roader
Bradley IgerFeb 15, 2019
You know very well the mere mention of JDM Legends will mean something crazy good is about to cross your path.
Jonathan WongFeb 13, 2019
The perfect balance of performance and practicality.
Bradley IgerFeb 8, 2019
We don't see many 3rd-gen Preludes at meets, shows, and track events, and when we do, they're nowhere near as aggressive as Satit Suwantong's
RodrezFeb 6, 2019
Big engine, little car; it's a formula that's worked wonders over multiple generations dating back to the earliest hot rod days.
RodrezFeb 5, 2019
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