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 '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.