By Mike Kojima
When we last left our project we had just installed some Cosworth M2 cams and had tuned around that with excellent results. Some time ago we had installed an AEM water injection system and warning monitor system and had been running the water, mostly just for thermal control when running hard. We knew to get best results we would have to tune our ECU to take advantage of the detonation suppression capabilities of water and to nullify the water's quenching properties which reduce power.
For our next round of tweaks, we obtained a set of Cosworth M2 cams for the MIVEC variable cam timing version of the 4G63 found in our EVO IX. Camshaft design is very tricky with many of the aftermarket offerings not being engineered to control spring surge induced valve float.
Read More About Project EVO IX here!
We had to back up a little and relaunch our engine series getting help from our friend Naji Dahi and his company Looney Tuning. We have known Naji many years from road racing as Naji is an avid racer. Although Naji races Nissans he has gained a good reputation as a tuner for EVOs and WRX/STIs.
Over the past few months in-between other projects we have been tinkering around with AEM’s water methanol injection kit on our in-house Evo IX project car. You can read about the kit here. A few weeks ago we installed AEM’s new injection monitoring system which you can read about here.
We have been friends with Synapse Engineering's chief engineer Peter Medina for a long time, since before he started the company and even before he had the ideas that launched its product line. Many years ago Peter came up with an original twist for pneumatic controlled devices, a piston actuated control valve. Not just any piston actuated control valve either, Peter's valve had an actuator piston with two substrates, basically two individual pistons coaxially divided on one piston head, basically a stepped piston.
AEM Water/Methanol Failsafe Device Evaluation
We are very familiar with water and water/methanol injection; many years ago, we were one of the first to tune with modern water injection systems and took advantage of water's ability to inhibit detonation and provide charge cooling in forced induction engines. With water you can run more timing, more boost, leaner air fuel mixtures, a combination of all three or just use water to gain a measure of safety and to control engine temperatures for track use.
Every car with aspirations of track driving needs accurate instruments, the EVO is no exception. Factory gauges are very inaccurate, often lagging far behind what is actually going on. In the case of the EVO, most of the important gauges are simply missing. The EVO only has a water temperature gauge, ridiculous for a high performance car. We installed an ARK Designs MFD To fix this.
By Mike Kojima
AEM gave us their latest version of a water methanol injection system and we agreed to install it on Project EVO IX. The AEM system uses a powerful high pressure, 6amp, 72 watt 150 psi pump. This is important because on a turbo car, the water system has to work against the boost pressure so a 20 psi windshield washer pump will actually not pump any water at all at 20 psi of boost unless the water tank is boost referenced. The pump also features chemical resistant fluroelastomer EDPM seals and a santoprene diaphragm so as not to be phased by ethanol or methanol in any concentration.
How do you improve on something that is really good to begin with? The Evo is blessed with one of the best standard equipment brake systems found on any production car. In stock form the Evo has big Brembo 4 piston front and two piston rear brakes and big ventilated rotors on all 4 corners. With the normal brake modifications such as high temperature fluid, braided lines and upgraded brake pads, the stock brakes can handle just about any situation you would likely find on the street, including spirited driving in the twisties. With an aggressive high temperature brake pad, the stock brakes can also handle abusive track duty, even with R-Compound tires. The stock brakes even look good. No wonder many Evo tuners overlook the brakes when building fast Evos.
To read the other articles in this series click here!
by Mike Kojima
We have covered typical EVO suspension build ups in the past with our EVO VIII but this time we have decided to try something special. This time we have decided to build the ultimate no holds barred suspension for the EVO CT9A chassis, money not being an object, the only caveat being that it had to remain streetable and not be so stiff that it needed a roll cage to function properly. We are attempting to build the ultimate suspension set up for Time Attack in the Limited or Street Modified Classes
When we last left project EVO IX we had just tried out the most basic bolt on mods and ended up being pretty pleased with the results, picking up nearly 30 whp from stock with just a few hours of work including dyno time. Drivability was improved as well making our experience a win win situation
By Jeff Naeyaert
The venerable Mistsubishi EVO is a known commodity in the tuning world. It seems that wherever you look you see EVO’s and it also seems, at least in our Southern California locale that a stock EVO is about as common as a Ferrari Enzo. The EVO IX was the final evolutionary development of the superb, destined to become a classic CT9A chassis which includes the EVO VII, VIII and IX. The features that define an IX are the changes made to the legendary 4G63 engine to make it even better than its predecessors.
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