Engine build aside, the car has been reliable-if you don't count the gearbox problems. But Nigel's feeding twice as much power to it compared to a standard EVO III so he accepts it as an occupational hazard. At the moment he's on his third gearbox and it's always the teeth on third or fourth gear that break off while downshifting; they work their way to the crown wheel in the differential and then split the casing. The car is still driveable so he doesn't realize it has happened until the car fills with smoke from the gearbox oil leaking onto the exhaust!
Plans for the future include swapping to a dog box. Sure it ain't cheap but he thinks it would work be more cost effective in the long run without having to keep replacing it. And rather than give his new toy an easy life he plans to switch to Piper cams in an effort to improve midrange torque and raise the power to 550 bhp with 500 lb-ft of torque.
Why does he need even more? The answer's simple: he's preparing for the trip of a lifetime-a weeklong tour of Europe, taking in track sessions at Spa and the infamous Nurburgring, and he wants nothing holding him back.
Evo III
Max Power: 500 Bhp & 430 Lb-Ft Torque
Engine
2.0L, 16V, DOHC 4G63
Arrow steel con rods
Omega pistons
Phil Marks cams, springs & retainers
RGS Motorsport modified head
Garrett GT35.63 turbo
GEMS ECU
TurboSmart e-boost
External wastegate & BOV
Custom headers
3-inch stainless steel exhaust
1,000cc Sard injectors
Sard fuel regulator
Custom intercooler
Custom radiator
Custom pipe work
Transmission
Alcon twin-plate ceramic clutch front & rear LSD
Brakes
AP Racing four-pot calipers custom bells
Porsche 993 Turbo drilled discs
Hawk Blue brake pads
Wheels & Tires
18-inch Team Dynamics Pro Race 1 alloys
235/40 Toyo R888 tires
Suspension
AVO twin adjustable coilovers with remote gas dampers
Cusco strut brace
Exterior
Fiberglass bonnet
Modified wheel arches
M3 mirrors
EVO V modified rear wing
Rear doors welded up
Full re-spray
Interior
Rollcage
OMP steering wheel
Willans harnesses
Raceland seats