How many times have you heard someone who has started off with a new ride saying, "I'm going to leave this one stock, don't really want the hassle of doing another project," and just two weeks later, it becomes, "time for some new wheels." Then it's repainted, a bigger turbo bolted on and to top it off, a whopping sample of giggle gas. Before you know it, they're asking if you know someone who can fabricate a flux capacitor in. These sort of random projects never go smoothly - without a great plan there's far less chance of a great result. But Dave Stock knew exactly what he wanted out of the Mitsubishi Evo you see here, and it wasn't an easy task, he wanted it to be the world's fastest late-model Evo.
Dave did the right thing, and took the black beast to New Zealand's Lancer master, Andre Simon of Speedtech Motorsport, who had already built a world-record-breaking Evo III, called DOCILE. If you're going to learn some lessons from the School of Evo, Andre's the man to teach you. "The biggest mistake we see - and it isn't just limited to Evos - is people getting started on a project without any real game plan as to what they're trying to achieve," says Andre. "This normally results in a bunch of mismatched parts that don't work well together, and a car that doesn't perform the way it should."
Project DS9 - as this Lancer is known - most certainly does perform the way it should. We saw the dyno ping up to 1001 horsepower on a recent power run, and its most fruitful sprint down the quarter took US-based AMS' world record email@example.com pass, and trimmed it down, resulting in a lightning firstname.lastname@example.org, with a 60-foot time of just 1.26 seconds. Damn.
"The Evo is such a great basis for a performance build, which is why they are so popular. The basic engine can handle some pretty impressive power gains, and the drivetrain doesn't fall apart when you start turning the power up," Andre says. "A number of cars have run deep into the 10-second bracket with a stock bottom end, so really, turbo upgrades are the place to focus your efforts."
Enter a monster Garret GT45 ball bearing turbo charger; this stroked 2.2 Evo has no problem making power - custom plenum, dual fuel pumps and eight 1000cc injectors with Motec's M400 ECU calling the shots - but it's the setup that has proved key.
Putting over a thousand ponies to the ground is an art, and by employing some clever tricks, the DS9 was a challenging build but an inarguably successful one. "We set out with the intention of making 1000 at-the-wheels horsepower," explains owner Dave, "which is exactly what we managed. There was a bit of a learning curve finding the strengths and weaknesses of the car, but everything has been pretty straightforward so far."
Andre and Dave found the factory transfer cases to be the weak point of the whole equation, but fitting a 'ghost shifter' system proved a very worthwhile mod. "The Evos are pretty easy to take to the strip and run decent times," explains Andre. "Due to the AWD, often the traction is an issue, and we find a lot of customers struggle to get the cars to launch without bogging badly. The key to getting around this is a good launch control system to build up some boost while staging, and a clutch that the driver can slip a little bit to get the car moving." A four-speed STM-built PPG dog box teamed with a triple-plate Quarter Master clutch and an Ikeya sequential shifter with Andre's genius air shifter did the trick. It is driven by a cabin-mounted C02 boost that also pops the chute - once off the line, gear changes are made flat by pushing buttons on the steering wheel. While Dave has described this is as "like playing PlayStation" the G-forces from 1000hp heading down a strip in 8 seconds is pretty frickin' hard to replicate from the comfort of the sofa. Dave says it has definitely helped. "The inclusion of the ghost shifter early in the season has been a huge help. While it doesn't necessarily make the car faster, it has helped with driver confidence and consistency."
Trimming weight was also high on the agenda; along with fiberglass wings and Lexan windows, 65 lbs were dropped with the Wilwood brake upgrade and ditching the factory doors for fiberglass versions lost another 150 lbs.
Andre says the learning curve that put DOCILE over the line at email@example.com helped DS9 and others achieve excellent results. "We were lucky with DS9 that we could apply everything we had learned during the build of our EVO III," he says. "We achieved what we wanted to achieve, and learnt from the mistakes we made on DOCILE. Project DS9 has really performed faultlessly, and there is nothing I would change. It has also allowed Dave to creep up on the times rather than jumping from a 12-13 second street car into an 8-second-capable car. It has let him grow with the car and get his head around everything."
AMS is apparently planning on rolling out their former record holder to reclaim the glory - but with Dave, Andre and the talented group that put the DS9 over the line already planning their next move, it could be a tough fight. After a season running on 24.5 x 8'' slicks due to New Zealand's Sport Mod class regulations, the car will be back with wider 26'' tires and a change to methanol fuel meaning a far more potent combo.
"We expect to be able to push around 1200hp [at the wheels] at 50-plus psi boost," says Andre. "Dave has suggested that he wants to compete for the world's fastest Evo outright, which means we need to aim for 7-second slips. While there is a world of difference between an 8.34 and a 7.9, we are putting everything into this project."
Evo students seeking more information on how to get the most out of their cars, listen up. Andre has a few key notes for you to study up on:
Super Street: What's the Evo's biggest advantage out of the box in comparison to the Subaru STI?
Andre: A strong engine is definitely the key difference between the two brands. Prior to Subaru releasing the 6-speed box, the Evo also had a clear advantage in terms of drivetrain strength. The Subaru 6-speed box has definitely leveled the playing field here, though. The engine strength means that if you want to get serious with your Subaru, a rebuilt engine is going to be a necessity, which obviously makes things a bunch more expensive. With an Evo if you are looking at running low 11s or even into the high 10-second bracket, this can be achieved on a stock block if tuned correctly. I think the Evo modifying community is perhaps stronger than the Subaru community, too, and the shared information and testing that goes on across Internet forums helps improve the breed.
SS: Where's the best place to start to get your Evo quicker on the strip?
Andre: The usual mods for any turbo car are the best starting point - exhaust, intake, and then we would recommend looking at a turbo upgrade combined with supporting mods such as fuel system and tuning. These shouldn't break the bank and will produce a reliable package that will be able to run you into the low 11s or even high 10s..
SS: What's the easiest trick for better times?
Andre: A decent set of tires is a great step in the right direction and can be a pretty cost-effective upgrade. High-performance road tires are not designed for drag racing. Their tread design, compound and sidewall construction are all at odds with the requirements of drag racing. There are some really good DOT-approved drag radials available now, and these can cut a lot of time off your quarter-mile without putting any more stress on your engine.
2006 Mitsubishi Lancer Evo IX
Owner David Stock
Hometown New Zealand
Power 1001 whp @ 8000 rpm (42 psi boost)
Engine STM-built Mitsubishi 4G63 2.2 liter engine; custom baffled alloy sump; factory oil pump with balance shaft eliminator kit; ARP main studs; STM drag speed head stud kit; O-ringed block with HKS gasket; Fluid damper harmonic balancer; HKS cam belt with STM mechanical cam belt tensioner; HKS adjustable cam gears; Tomei 94mm stroke Billet crankshaft; STM alloy rods; custom JE forged pistons (8.2:1); STM solid profile cams; STM adjustable solid lifter kit; ported and polished heads; double-valve spring kit with titanium retainers; Ferrera 1mm oversize stainless valves; Hypertune plenum with billet 90mm throttle body; Garrett GT45 ball bearing turbo with TiAL Sport V- Band stainless exhaust housing; Carboglass carbon airbox and custom headlight cover intake; 3'' alloy intercooler plumbing with 4'' thick front mounted intercooler; Turbosmart Raceport blow off valve, 60mm external wastegate; custom 3-2-1 stainless headers, long primary with merge collector; Four-inch stainless dump pipe from turbo; 2.5-inch dump pipe from wastegate; Twin HKS fuel rails with eight 1000cc injectors; four-gallon front-mounted fuel cell; Twin SX 1000hp fuel pumps, fuel pressure regulator.
Drivetrain STM-built PPG 4 speed dog box with (drag set) with spools front, center and rear; Ikeya sequential shifter with STM air shifter; Quarter Master triple-plate clutch and push-type conversion; custom chromoly flywheel; DSS level 5 axles front and rear, DSS 2-piece north-south driveshaft; stock rear diff with spool
Engine management MoTeC M400 ECU, Sport Dash Logger (SDL), E888 expansion unit (for EGT inputs) and Shift Light Module (SLM); M&W Pro Drag 4 CDI with Sparktech CDI Coil-On-Plug system
Footwork & Chassis BC double adjustable front and rear; remote sway bars have been removed; shock travel sensors (rear)
Brakes Wilwood lightweight scalloped rotors with alloy mounting hat and billet four-pot calipers (F), 2-pot (R)
Wheels & Tires 15 x 7'' Volk Racing TE37 wheels; Mickey Thompson 24.5 x 8" slicks
Exterior Lightweight fiberglass doors and boot lid; Lexan windows; fiberglass headlight covers; rear bumper-mounted parachute
Interior MOMO steering wheel with chute release and gear change buttons; Racetech seat; six-point NZDRA rollcage; CO2 bottle for air-shifter and parachute launch; MoTeC SDL dash, SLM shift light
Thanks you Body Works; Cemec Engineering; Sparktech; Nick @ JE Pistons; Phil @ Redline; Firestone Wainui; Bam Blaikie; Doug Goodall; Andre Simon; Ben Silcock; Ray Yee; Paul @ NZ Performance; Russell @ Mitsubishi NZ;Mark @ MoTeC; Reece @ Heat Treamments;John @ Shep Trans