Kevin's 2005 Lancer Evolution MR
started off much like any other six speed Mitsubishi racing version of the Evo. With all six gears, Teflon coated shift cables, Bilstein shocks and struts, aluminum roof panel with a vortex generator. If you look at it today, however, it looks like something taken straight off their Nurburgring with a specifications list closer matched to something from Tony Stark's personal underground garage.

This Evolution MR now features a BE Long Rod 2.4 L short block featuring high-strength American-made steel I-beam connecting rods made to forged aluminum pistons. Custom ARP ultra high-strength head studs clamp together a Cosworth cylinder head and Tomei Pro cams of the 280 duration series matched with Tomei adjustable cam gears.

Before air flows through the Cosworth cylinder head, it first reaches the A M S sheet metal intake manifold where it is met with fuel injector clinic 2150cc high impedance fuel injectors. These fuel injectors get their supply from a full-blowntwin pump system which employs dual walbro fuel pumps to suck up the fuel from within the stock fuel tank. Kevin spared no expense with this system and chose to use all AN fittings with stainless steel braided lines.



From out of the Cosworth cylinder head, the exhaust gases were spent into a JDL twin scroll exhaust manifold before reaching a precision Turbo 6466 ball bearing turbocharger. Once the turbocharger spooled up, the pressurized boost ran through an ETS front mounted intercooler which measured in at 4 inches wide. After the boost was sufficiently cooled to ambient temperature, it flowed through 3 inch upper intercooler pipes and back into a boomba 75 mm throttle body. Any exhaust gases that were not eject it out of the twin Tial MVS wastegates, made their way through the turbine section and into the 3 inch downpipe and test pipe while making a uniquely toned exit only a titanium piping cat back exhaust could produce.



Once Justin had the engine assembly complete and it was time to start the new motor for the first time, Pro ECU tuner Scott Davis from TTP Engineering in Orlando, FL was on hand to load a suitable base map to get this monster started. In no time, the beast was up and running and once the life blood of the motor showed up in the form of oil pressure on the Defi gauges, all the blood, sweat and tears that went into the creation of Kevin's project all became worth while. After some break-in miles over the next two days, oil was changed twice and onto the dyno we went with the car.

On these 9.7:1 compression pistons, we were able to efficiently run 29 to 30 pounds of boost on 93 octane, while maintaining perfect stoichiometric air fuel ratios at idle and cruising while using these very large, 2150cc fuel injectors. What that equated to 572 horsepower to the wheels with 456 foot-pounds of torque.



Then we moved on to the high-octane mapping, putting to use those 2150 cc high impedence injectors with the twin fuel pumps. We had settled on Tial spring combinations that would allow for a minimum boost pressure around 19 to 20 pounds. This would ensure that some of our failsafes which can drop boost to waste gate pressure would have minimum pressure, low enough to be safe if ever there was a need for this boost dropping feature. Typically you can double the minimum pressure as the maximum boost range on an external wastegate so in Kevin's setup . We knew that 38 to 39 PSI was going to be maxing out the high end of the boost spectrum with these wastegate springs.

With that said, we went to work on the E 85 ethanol mapping. Instantly power began to climb into the mid-600s, then into the 700s. Shortly into the 700s, we started to feel the effects of the softer wastegate springs and began having to taper up the duty cycle in the upper rpm band to maintain consistent boost pressure. Unlike many tuners in this position looking for self-glorification on their resume, we met with Kevin and had him make the call as to his goal with the car and how far he wanted to take it. He let us know that he wanted to eclipse the 800 wheel horsepower mark and with his direction, a few more ECU mapping updates carefully we will help him to 804 wheel horsepower with 560 foot-pounds of torque at 38 psi of boost on a turbocharger well capable of 45 to 55 psi.

Needless to say Kevin is very happy with the results of both his build and the tuning of his monstrous beast. The future? Only time will tell what Kevin wants to do next. But for now, rumor has it there are a number of magazines requesting feature articles on his terrific work of art. So we'll see what he wants to do after his glamour shots are complete. Haha