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Mike Kojima posted on June 02, 2011 11:25 
Injector Dynamics injectors were selected due to their data, easy plug-and-play install, smooth idle and extreme quality. Injector Dynamics' high impedance 1000cc injectors are perfect for the cars E85 fuel. Capable of a maximum pressure of 7 bar, providing stock idle and drivability and being offered in dead time matched sets provided a perfect foundation for reliability and repeatability in tuning and competition.
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| A cast aluminum APS intake was chosen for its smooth internals as well as its length from the filter element. This allows the sensitive MAF to see only non turbulent air for more accurate metering. |
A MA Performance SST Turbocharger was selected. Based on an Evo VIII turbo with an enlarged 10.5cm outlet, the custom SST turbocharger utilizes enlarged compressor and turbine wheels to improve peak horsepower while maintaining bolt-on simplicity and OEM reliability. The turbo has proved to be extremely reliable. The car has currently maxed out this turbo and the team is looking to be upgrading to a larger unit at some point in the near future.
The exhaust starts with the down pipe and the team selected a MA Performance 3" Stainless Steel O2 Eliminator Downpipe with a high flow Catalytic Converter. The downpipe is made of mandrel bent 304 stainless steel. The team added a V-band clamp to the exhaust to assist in transmission removals. The MA Performance downpipe was also equipped with a turn down to turn it into an exhaust. This helped save weight and complexity over the Blitz exhaust system that was originally on the car.
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| The MA Performance downpipe is terminated with a turndown to save the weight of a full exhaust. |
The stock exhaust manifold and turbine inlet and outlet were ported and thermo coated by MA Performance. MA Performance has developed long reach tooling which allows porting of anything within line of sight. This allowed the entire exhaust manifold to be ported rather than just the initial 2-3" offered by most companies.
On the intake side a MA Performance Rev3 modified stock intake manifold was used. MA Performance ports not only the intake runners with their Rev3 manifold, but also cuts and reshapes the plenum to increase overall flow and correct the imbalance between the OEM runners. The load calculator in EvoScan shows about 20-30 additional points (which equates to approximately 15-20whp) at a lower boost setting than previously used. This is a good thing!
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| A MA Performance fully ported exhaust manifold greatly reduces backpressure. A Spooling Up coil on plug ignition replaces the stock lost spark system. |
A heat isolating MA Performance Phenolic Intake Gasket was used between the head and intake to help keep the intake charge cooler. MA Performance re-engineered their intake manifold spacer from a phenolic material to avoid squishing issues that are common in competing products and to yield better thermal properties.
Thursday, June 02, 2011 5:52 AM
Awesome car. I like the fact that only stuff that was actually needed was installed, and only the most effective (and not necessarily most expensive) parts were used.
Thursday, June 02, 2011 6:33 AM
So, is this actually a Evo VII or VIII?
Thursday, June 02, 2011 7:50 AM
It's a real deal Evo VII, not an VIII. Most, if not all of the guys that built the car were still in college at Purdue. That's why everything was built within a very tight budget and the thing still hauls major ass.
Thursday, June 02, 2011 7:56 AM
Not that I'm disagreeing that it hasn't been well built or on a good budget, but how do a few college students afford to import a specialty car, and all the costs associated with that over getting a used US Evo 8?
Thursday, June 02, 2011 8:06 AM
Easy, its not a street car.
Thursday, June 02, 2011 8:13 AM
Ahhhhh I see... thanks for the clarification
Thursday, June 02, 2011 8:54 AM
Hello all, I am Dan the "owner" of the car and driver. I'd be glad to answer any questions you may have. Regarding how we afforded the costs, first and foremost is sponsorship support. Without the names on the side of the car, attending as many races as we do and being as competitive as we are would not be possible. Each and every sponsor went above and beyond and we are very grateful! We also have 4 team members that have financially supported this project with their own money along with loads of free labor from friends and family. This is truly a group project and without each individual it would have been significantly more difficult. We have learned that simplicity, attention to detail and reliability are critical aspects to going fast with a major emphasis on preparation and commitment. We all, eat, sleep and breathe making this car fast.
Thursday, June 02, 2011 9:21 AM
Dan- What made you decide to use KW coilovers? Do you like them so far? (I'm thinking of eventually going with KW coilovers on my car.)
Thursday, June 02, 2011 9:38 AM
Mr. Duster, We were in a tough choice between JRZ and KW. The reason for those two companies specifically was due to proven components and being able to have them serviced relatively easily. To be frank, we went with KW for budget reasons, but we have been extremely, perhaps even beyond extremely, pleased with the performance that the coilovers offer. By the end of the season we were pulling an astonishing 1.6-1.7g steadily (measured via GPS with our AIM MXL dash) on the banking of Autoclub/Cal Speedway. The car felt extremely composed and stable at all times. This was with the out of the box settings recommended to us on the instructions! We plan to revise the springs rates very slightly for this season and hope to get some suspension guru help to dial in the car. Considering how little we have changed we feel we are leaving a fair amount of grip on the table. My only complaint I can think of, and it isn't much of a complaint, but a little oscillation from the rear of the car if bumped mid-corner under heavy throttle.
Thursday, June 02, 2011 10:35 AM
Try reducing compression a little and upping the rebound some. The back may set a little quicker though.
Thursday, June 02, 2011 11:12 AM
I'm a little confused about the placement of the brake duct inlets, they're out in front of the best high pressure area created by the splitter. Not bad for a DIY college student build though, pretty impressive overall.
Thursday, June 02, 2011 1:26 PM
Dan - I like what you guys have done with the car and love the attitude of doing more with less! When talking about reliability, I was wondering why you guys didn't go with a balance shaft delete? I was under the impression they can become a concern when you up the HP or increase the rev range. Vince - Just save up for the V3s. Mike had me convinced months ago. I just had to punch myself in the gut, man up and have started saving up! Unless I sell my quad sooner :)
Thursday, June 02, 2011 11:23 PM
Are there any pics of the brake master cylinder brace around? I'd like to see the design if possible
Friday, June 03, 2011 12:25 AM
Mike- Thanks for the input, we will be sure to try that as soon as we can. Fabrik- That is a good point, we had some concerns about air spilling past the inlets if mounted flush to the bumper, but for 2011 we are completely revising our brake cooling ducts. Der Bruce- I have heard of that concern as well, but I have also heard of concerns when removing the shaft as well. Since our motor was run within the stock RPM limit as well as at the time being almost completely stock, I thought it best not to mess with what the factory had designed and kept the stock configuration. We did upgrade to Gates Kevlar Belts and having Grant Davis, our team mechanic, installing all of our product and keeping a watchful eye for issues really alleviates any concerns I have. That being said, for 2011 we will be going with a balance shaft delete, but this was not done for reliability concerns. 538- Send me an email at dan@professionalawesome.com and I'd be glad to take any pictures you might want. Lastly to clarify a few things. Our Evo VII did start out as a daily driven street car. It is still fully insured and registered in Indiana. Thank goodness for relaxed BMV laws here! I purchased it used by chance from an individual in Kentucky at a price in line with what a standard Evo VIII would have cost at the time. I got really lucky there!
Friday, June 03, 2011 10:46 AM
Dan - I'm looking forward to updates in the future (engine, cooling, etc)! My understanding of the balance shaft delete kit is it should also free up some ponies by eliminating that extra rotating mass. I have to say something about this first picture in the article. With that dark background and brightness/placement of the Professional Awesome sticker, my eye keeps thinking the rear window was bobbedor shaped for aero. Keeps tripping me out!
 
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