Dave is a speed junky, period. His addition to high performance turbocharged Mitsubishis and drag racing can be seen in his enthusiasm any time you talk to him. He came from a fully customized Mazda before changing gears and picking up his 2008 Mitsubishi Lancer Evolution AWD. Since then Dave has been on a mission for high performance and cutting edge technology.

Dave had us map out his most recent build to suit his goals and budget. With his goals outlined we worked in conjunction with him to select performance parts to meet our goals. Starting with the ETS T3 TS manifold dumping to two Tial MVS wastegates, the boost was derived from a FP HTA86 turbocharger using a small T3 TS housing for fast spoolup.

Fuel was fed from a walbro in tank pump to a inline pump for the additional flow and pressure our volume requirements would need. FIC 1100cc high impedence fuel injectors were employed with the duties of injecting fuel into the head. An ETS 4" intake, and upper pipes set on a stock MAF was used for driveability. Internally the stock bottom end was retained and we opted NOT to replace rod bolts as they could take the big ends of the rods out of shape with any additional pressure.

The valvetrain was upgraded with Kelford Beehive springs kit while the camshafts were upgraded to the 214-B Kelford units for additional airflow in and out of the motor. The turbokit used a vband outlet downpipe of 3" diameter which fed a Megan Racing 3" polished dual exit exhaust system with Megan Racing Testpipe.

ECU programming was completed by Master tuner Scott Davis using the latest in Evo X ECU technology as well as 3port boost control solenoid to precisely control boost to the dual Tial MVS external wastegates. Boost was cooled using an ETS 4" FMIC before entering the engine.

Last stop on the way to the dyno was a fresh tank of E85 ethanol which is not easy to find around these parts. With only two stations within 50 miles or so, this station has become popular amongst ethanol users in Central Florida. With the tank full and a few more 5gal containers loaded up, we were ready to attack the dyno.


With the Evo X loaded on the Dynojet 424X rollers and fuel, timing, MIVEC mapping, boost mapping all optimized, the stock motor 4b11 that could, put down a respectable 545whp/412tq while maxing out BOTH the MAF sensor at 5volts as well at tapping out the full range of the 3bar MAP sensor the Evo X's are equipped with from the factory.

With the limitations reached with some of the factory sensors, Dave's next steps are to use an overbore MAF housing to lower the MAF signal and create more range to work with. We will also be moving to either speed density or 4bar MAP sensor, extending the range within the mapping that the Evo can work with. The ZChip may also be re-implemented into the system to re-scale the entire MAP sensor range while retaining the use of the stock sensor. Whatever we decide, we plan to eclipse the 600whp mark on our next trip to the dyno. Stay Tuned!