2006 Mitsubishi Lancer Evolution VIII - Walk The Line

Any real tuner will tell you: to reach its full potential, a car must be more than a jumble of fancy parts. Every aspect must be weighed against the other with the singular goal of going fast. Gear ratios must be set to the power laid down by the motor. Boost must be perfectly mapped to extract every last horsepower. Spring rates and shocks must work together to keep rubber on the road.

Raphael "Racer X" Estevez has been focused on this balancing act for nearly 15 years, with the quarter-mile being his specialty. This street racer turned legitimate tuner bases his company DRT (Drag Race Technologies) in Woodside, New York. Years of expertise and long hours with a wrench have led to the creation of everything from nine-second Civics to this street/strip Evo VIII. "I think building street cars is more of a challenge," says Estevez. Dedicated race cars can get by with rock-hard suspension, no air conditioning, and blaring exhausts. But driver comfort and "streetability" require a different angle: "Someone comes to me with their dream, it's my job to make that dream come alive."

Jayson Rodriguez's dream was an elegant street car that could walk the line between daily transportation and track burner. Four months and $25,000 later, this svelte Evo VIII can undoubtedly hold its own.

The Evo VIII is a great starting point for achieving the perfect street/strip car. Four doors and four-wheel drive offer up practicality and traction for the everyday bustle, while hustle comes from a turbo motor with years of racing history. Plus, the 4G63 has a gift for being tuned.

Estevez set about weaving his magic. Poking out from the stock front air dam is a Precision intercooler, measuring three inches deep. For minimal kinks from the turbo to the intake, DRT custom-fabricated the beefy silver intercooler piping. Other custom DRT creations include the headers and downpipe, which mount the turbo front and center in the engine bay. TiAl purges the boost with its atmospheric wastegate, colored red to match the valve cover.

Finding a compromise between massive power and too much lag can be tricky for a turbo street car. "The first turbo was a GT40R, but when we ran the car we didn't like the way it spooled. It felt too much like a race car with a lot of lag," says Estevez. A little less lag can go a long way on the street, so Rodriguez opted for the slightly smaller GT35R. At full tilt, the 35R spews out 35psi of boost. This much boost requires a tsunami of fuel, so dual Walbro pumps feed humungous 1000cc/min injectors. HKS was used to bolster spark with its DLI system.

Bolt-ons are good, but the deeper you dig, the more you'll uncover. DRT ported and polished the head for a little extra flow. While they were there, they added 1mm oversized intake valves, valve springs and retainers, all from Revs. Inside, Crower rods help handle the extra psi, as well as JE Pistons with a 9:1 compression ratio and a 0.20-inch increase in bore. The icing on the cake comes courtesy of gnarly HKS 272-degree camshafts.

With such radical cams, one would expect an erratic idle, but if there's one place where Estevez really shines, it's tuning. Experience gained in developing with AEM meant there was little question about which engine management system would be used.

The AEM EMS controls engine parameters perfectly, maintaining a stable idle with the new cams. It's the same engine control system Estevez uses on his race car.

With his dream motor pulling a strong 550hp at 8000rpm, Rodriguez had Estevez work out the final details, each of which was executed with comfort and driveability as a priority. Suspension alterations were minimal, with D2 coilovers replacing the stock pieces. Ride height is adjustable with the shock bodies, which keeps the spring compressed at an acceptable level, maintaining ride comfort at near stock quality.

Grabbing the transmission is an Exedy twin-disc clutch-burly enough to harness the incredible power, but not quite the on/off switch of a full racing clutch.

Inside, safety and stiffness comes from a six-point roll cage, which not only preserves the functionality of all four doors, but sits flush with the contours of the interior panels. The stock stereo was relocated in order to provide optimal viewing of Auto Meter gauges for oil pressure and boost, and an AEM wideband sensor is mounted squarely on top of the steering column.

On the outside, the lack of outrageous body kit and flashing disco balls means not many would take a second glance. Instead of screaming how fast it is, this street terror only hints: a discreet carbon fiber lip, a lowered stance, 18x8 Volk CE28 wheels with 225/40 Yokohama Advan A048 tires, and of course, a decal declaring the car's birthplace are the only clues. Subtle and effective, and about as stealthy as Evos come.

Jayson rodriguez's DRT/mitsubishi lancer Evolution VIII
Engine
Engine Code: 4G63
Type: 1997cc, in-line four, iron block, aluminum head, turbocharged and intercooled
Internal Modifications: JE pistons, Crower rods, HKS 272 cams, DRT port and polished head, Revs 1mm oversize intake valves, valve springs and retainers
External Modifications: HKS GT35R turbo, TiAl 44mm wastegate, Precision front-mount intercooler, custom DRT intercooler piping, custom DRT three-inch downpipe, custom DRT headers, HKS DLI ignition
Engine Management Modifications: Dual Walbro fuel pumps, Precision 1000cc/min injectors, AEM EMS

Drivetrain
Layout: Transverse front engine, all-wheel drive
Drivetrain Modifications: Exedy twin-disc clutch

Suspension
Front: D2 coilovers
Rear: D2 coilovers

Brakes
Front: Stock
Rear: Stock

External
Wheels: Volk CE28 18x8
Tires: Yokohama Advan A048 225/40 A048
Body: Custom carbon fiber lip
Interior: Six-point rollcage, Auto Meter boost and oil pressure gauges, AEM wideband sensor