The g-forces that this Evo can produce require serious support for the occupants-these lea
In the meantime, Michael focused on the car's other aspects. He picked up a Project Mu 355 mm brake kit and a set of Volk Racing CE28N wheels from Tire & Wheel Connection. They got the car into the Mackin Industries display booth at the 2005 SEMA show.
While at the show, Michael realized he could wait no longer for his turbo swap. So he called up his friends at Z1 Performance, and they hooked him up with a system from AMS. Utilizing a GT35R turbo with an anti-surge compressor housing, this setup was capable of producing frightening power with very quick spool up. He brought the car to Pruven Performance to have Dan begin a complete engine build for the new ball bearing turbo. However, as the build was nearing completion, Michael heard news from Al at Dynoflash that a 2.3L stroker kit was also achieving great success. Testing the limits of Dan's patience, Michael asked him to remove the motor yet again for another rebuild-this time with the stroker kit. It was now sporting JE pistons, Crower rods with ARP bolts, HKS camshafts, a Supertech valvetrain, and many other mods. Michael asked him to spare no expense and make this the strongest, most reliable motor he'd ever built.
By the time the stroked motor was completed, Michael's HKS Kansai intake manifold had arrived from Japan. As they attempted to install it, they found out that it didn't fit on the USDM Evo, but Michael was not willing to give up on the manifold simply because an ABS box was in the way. After Dan was finally able to engineer a solution to relocate it, the new manifold fit like a glove.
The Garrett GT35R ball bearing turbo supplied with the AMS kit is a snug fit in the crampe
In searching for a throttle body suited to their needs, they found their answer in an unlikely place: Nissan. It turns out that a throttle body for the Infiniti Q45 had all the characteristics they were looking for. After major rewiring, they got the Nissan TPS communicating properly with the Evo-and got results they were hoping for. The monster motor build was done. And running like a dream.
At this point, the stock clutch needed to be swapped out for something a little stronger, so Dan and Michael opted for a twin-disc setup from Cusco. After reviewing the self-leveling clutch plates, they knew this would best suit their application.
Turning his attention now to the suspension, Michael turned to Tommy Passalacqua at Miller Motorcars Ferrari to set him up with a suspension system that used Bilstein PSS9 coilovers, Ralliart front strut mounts, and Cusco pillow ball mounts in the rear. Michael believes this is probably the best option for the Evo out there. Being that his focus is primarily street use, with some light competition, the Bilstein coilovers were a perfect fit, with their excellent ride comfort and ease of adjustment.
The car is still Michael's daily driver, and gets him to and from work without complaint. Even though it's capable of laying down over 500 bhp on command, it's a remarkably well-behaved machine, and hasn't had a single mechanical issue to date. Although he's spent about $100K on the car, he doesn't regret any of it, saying that since you only live life once, you should live it to the fullest.
Specs: 2005 mitsubishi evo mr
508 hp @ 5600 rpm / 465 lb-ft @ 4600 rpm
4G63 Motor Stroked to 2.3L (85 mm X 100 mm)
JE Forged Aluminum Pistons
ARP Rod Bolts
Ported/Polished Cylinder Head w/ Valve Job
HKS Kansai Intake Manifold
Infinity Q45 Throttle Body
ARC Oil Cooler & Radiator
ARC Custom Titanium Muffler
Cusco Twin Carbon/Metallic Clutch
Aluminum Reinforced TransmissionMounting Bolts
Bilstein PSS9 Coilovers
Ralliart Front Mount
Cusco Pillow Ball Rear Mount
Cusco Antisway Bar (Front & Rear)
Project Mu 355mm 2-piece Rotor Big Brake Kit
Project Mu B-Force Pads
Bride XAXII Leather Gradient Front Seats
Ralliart Racing Instrument Cluster
Rays Ralliart R-01 18X8.5 Wheels
Nitto NT555 Tires