Each time a major automotive manufacturer releases a new car to the market, you can be sure that there will be more than enough aftermarket companies just waiting to get their hands on it to massage, grope, and get to third base with it. Eventually, the goal is to pull a Mike Damone and score a home run. Granted, this rule may not apply to each and every car that's released to the general public, but it does adhere strongly to Mitsubishi's latest addition to the U.S. market in its Lancer Evolution VIII, which brings us to the center of attention for this month--HKS' tuned Evo VII.
Aside from those really ridiculous (yet highly addictive to watch) pop-locking TV commercials, the Mitsubishi Evo VII isn't an VIII--we know that already--and other than its outward appearance, the new engine platform remains identical to its predecessor in the 4G63, with the exception of a few minor changes that you probably wouldn't even have thought of. What this means, however, for aftermarket companies like HKS, the hard part is out of the way. This is in reference to the engine R&D work that might have been needed had HKS never laid their hands on any version of an Evolution prior to the release of the VIII.
But that's not the case here; HKS has been dating and shagging the Evolution series since its freshman year, and quite frankly, it looks like they're going to be going steady for a long time. Didn't you notice the letterman's jacket? They looked really cute at the Sadie Hawkins dance last week.
So what does the Evo VIII have to do with HKS' Evo VII? Well, from what we've stated before and heard by leaving microphones on kindergarten playgrounds and laundromats across the country, this version of the 4G63 has been virtually untouched in its design. The turbocharged, DOHC, four-cylinder configuration is one of Mitsubishi's finest creations, yet this time around it boasts an estimated 271hp and an equally sufficient 273lb-ft of torque. It's a hair shy of the Evo VII's power (276hp and 282lb-ft of torque) but, hey, don't let that stop you from toying around with it. Remember, HKS has proven parts and the car here is a perfect example.
For the technicians of HKS Japan, building this Lancer was more than just a chance to show off its manhood to the rest of the boys in the locker room--in fact, its only purpose was to claim another record on the world famous Tsukuba Circuit, which was nailed with a lap time of 56.814 seconds late last December. Even more remarkable, however, is the fact that this car has been put together with parts straight out of the HKS master goods catalog, though we can't deny that there will probably be one or two little custom one-offs that might not be available to the general consumer. That's OK though, because you, too, can build your new Evo VIII to this caliber, although you'd probably be hauled off to jail if you try to pull a lap time of 56 seconds down Main Street, USA. Let's take a look at the potential your 4G63 could have...
It should be duly noted that whoever chooses to buy one of these fine automobiles should have no qualms about having power, but wanting even more of it. As shown here, HKS has done plenty to the engine, beefing up the bottom end with a set of forged pistons and H Design connecting rods. Since turbochargers are a prime specialty for HKS, the stock turbine was replaced with a GT3037S unit and is powerful enough to help produce about 540ps, max power. The cylinder head itself hasn't been touched but has been upgraded mildly (if you can even call it that) with a pair of prototype camshafts and Alumislide adjustable cam gears. To lower the engine compression, a 1.2mm metal head gasket was sandwiched in between the block and the cylinder head, like that oh-so-delicious Gallo salami lunch meat between two slices of bun. But wait, there's more.
Any time you increase the amount of horsepower on an engine, you need to look into other areas that will help to prolong its life--specifically the amount of air and fuel that will be needed to sustain the aforementioned upgrades. This is accomplished by utilizing a set of 820cc fuel injectors, higher flowing fuel rail and fuel regulator, and two Bosch fuel pumps. Fresh air is inhaled through a Super Power Flow air filter, where it then meets and burns HKS race gas with a set of Denso racing spark plugs. Governing this entire system is an F-CON V Pro unit. The boost pressure is set at 1.6bar with the aid of an EVC Pro.
The remaining engine accessories consist of a titanium HI-Power exhaust, downpipe, and SUS stainless steel exhaust manifold. The front bumper air dam is filled graciously with an R-Type intercooler core and additional cooling of the engine oil is done with a direct replacement oil cooler (duh!). And get this--the transmission isn't even a Mitsubishi original. Now it's a Rally Art five-speed dog gear replacement, which uses an HKS GD twin clutch and flywheel to distribute all of that raw power to the front and rear differentials.
Track racing requires a vehicle's suspension to be completely dialed in in order to achieve optimum weight transfer as it speeds through the course. On HKS' Lancer, the suspension consists of a set of Hipermax Pro coilovers, with 14kg/mm springs on the front and 12kg/mm springs on the rear. Atop the shocks and connected to the shock towers are a set of pillow-ball mounts, which allow for the adjustment of camber angle. To prevent the car from swaying, a set of HKS Kansai prototype antisway bars have been mounted to the front and the rear subframe. The wheels are a set of lightweight 17x9.5 Advan RGs and affixed to them are a set of Advan A048 tires. Since the brakes are used frequently, it's probably a good idea that HKS upgraded the pads and rotors to Project u's HC N1 Racing series, yet the brake lines are from Rally Art.
From a quick glance one might not notice that there's more to the interior than the eyes can see. What looks to be a fully intact front half has actually been gutted out--that includes the door panels, plus the rear section has been modified to accept a rollcage. The front seats are a pair of Bride ZetaII Neos, which have each been strapped with a Sparco harness. HKS also took the liberty of mounting a few gauges onto the dash area, including boost, water temp, oil temp, oil pressure, and EGT.
If you're wondering if the front air dam actually serves a purpose--well, yes, it does. Unlike some designs that shall remain nameless, the custom carbon front spoiler does aid in downforce in addition to making you say, "damn!" The carbon GT wing is also fully functional and stands proud and erect like, uh, nevermind (we're sensitive writers now). And yes, we are really fond of the howling banshees (Um, it's a wolf, Jonny.--JN) plastered in sticky vinyl along the sides.
It's quite obvious that we're going to have a winner with the Evo VIII. The power, the prestige--it will be ours. And it's about damn time.