Mitsubishi Evos have a heritage in New Zealand that is so strong that the Aussies are thinking of claiming it as their own. We’ve been modifying the outstanding tri-diamond all-rounder since the old-school VR4 days, so it’s safe to say that we know our way around the 4G63 engine. NZ Performance Car decided to take a trip down memory lane, use up some gigabytes, and create our very own 4G63 throwback, with some of the coolest 4G63-powered vehicles we’ve featured in the last few years. If you’re here to find out information not relating to boosted 4G63s, leave now — you’ve been warned.
‘Quarter Master’
On the cover of Issue No. 199, we featured Michael Bradley’s 895kW (1200hp), 7.43-sec Evo VIII — a banger in any language. After owning a 671kW (900hp) Evo II for a number of years, Mike was sick of the regular breakages, something that a lot of all-wheel drive dragsters are well known for. So, after discussing his plans to build a tube-framed front with Top Gear AutoTech, he was convinced to build a rear-wheel drive monster that would end up running a 7.43-second pass at 286kph.
Built by Auckland-based Engine Reconditioners, the 4G63 block can handle in excess of 50psi of boost, thanks largely to its GT45, while revving up to 11,000rpm. To handle this punishment, the block has a set of custom-made methanol-specific pistons, custom rods, a billet crank, and L19 head studs. It has also been grout filled. The head was heavily ported before a set of custom drag-spec cams, titanium retainers, heavy-duty double-valve springs, and solid lifters were fitted.
The gearbox is a five-speed Liberty Equalizer equipped with a CO2 air-shift kit and a titanium bellhousing that houses the Quarter Master triple-plate clutch and custom-offset flywheel. The equalizer is a clutchless box that only requires the triple-clutch plate for staging the car, and not for changing gear.
Its Bogart Racing Wheels measure 15x4.5 inches up front, and 15x14.5 inches on the rear. They’re wrapped in Mickey Thompson’s 15x14.5x32-inch drag slicks, while the fronts are Mickey Thompson Front Runners.
Full chromoly tube frame Mitsubishi Evo VIII
Engine
Model: Mitsubishi 4G63, 2000cc, four-cylinder
Block: Solid grout-filled block, O’ringed, custom methanol drag pistons, custom aluminum rods, billet 92mm crankshaft, L19 head studs
Head: Grout-filled water galleries, race ported, custom drag-spec cams, oversized stainless valves, heavy-duty double-valve springs, solid lifters, titanium retainers, HKS cam gears, HKS head gasket
Intake: Hypertune billet-intake plenum, 90mm throttle body, 1500hp water-to-air intercooler, Carboglass carbon-fibre cold air intake
Exhaust: Custom stainless exhaust manifold with Burns collector, four-inch dump pipe
Turbo: Garrett GT45, TiAL exhaust housing
Wastegate: TiAL 50mm, TiAL 60mm
BOV: TiAL
Fuel: Peterson mechanical fuel pump, Aeromotive fuel-pressure regulator, custom fuel rails, eight 2000cc methanol injectors, custom aluminum fuel cell
Ignition: M&W Pro-Drag CDI, Sparktech coil packs
ECU: MoTeC M800 with MoTeC E888
Extra: MoTeC dash, custom aluminium water tank, Peterson dry sump system, custom catch can, carbon-fibre drag nappy
Drive
Gearbox: Five-speed Liberty Equalizer, air shifter, titanium bellhousing
Clutch: Quarter Master triple plate
Flywheel: Custom offset flywheel
Diff: Mark Williams housing strengthened by Top Gear Autotech, Mark Williams 5:1 ratio nine-inch head, 40-spline Mark Williams gun-drilled axles, custom carbon-fibre driveshaft
Support
Struts: (F) Strange double-adjustable racing struts, custom Top Gear Autotech Custom front hubs (R) Strange double-adjustable struts
Brakes: Tilton pedal box (F) Strange calipers, Strange rotors (R) Mark Williams calipers, Mark Williams rotors
Other: Custom four-link rear end, custom wheelie bars
Shoes
Wheels: (F) 15x4.5-inch Bogart billet one piece, (R) 15x14.5-inch Bogart billet one piece
Tyres: (F) Mickey Thompson 15x4.5-inch front runner, (R) Mickey Thompson 15x14.5x32-inch drag slicks
Exterior
Paint: White by Shane at KCP Kumeu
Enhancements: One-piece front end, custom wing, fibreglass doors, polycarbonate windows, drag wing, twin DJ safety parachutes, full chromoly tube-frame chassis, full wrap by Big Brown Industries
Interior
Seats: Kirkey Racing
Steering wheel: Aftermarket with quick-release hub
Instrumentation: MoTeC dash
Extra: Line locker
Performance
Power: Estimated 895kW (1200hp) on current 38psi as it shuts down the dyno at 6000rpm and revs to 11,000rpm
PB: 7.43 at 286kph (178mph)
Best MPH: 185mph
Kat Benson’s time attack machine
“Diamonds are a girl’s best friend,” Kat told us when we featured her 2001 Evo VII in Issue No. 202, and it’s also the reason she’s stuck with one after deciding to upgrade from her early-generation Lancer GSR. She had big plans for her newly built Evo VII, but has recently focused her attention on NZ Superlap, where she has been extremely competitive. Here’s a snapshot of what the car looked like when it was first built.
Its 4G63 was already forged when Kat took possession of the car, though she still took it straight to Carl, Hans, and the team at E&H Motors, who quickly stripped it down and worked out what needed doing. The block runs HKS forged rods and pistons, and ARP rod bolts, while E&H has ported and polished the head, along with CNC cutting the valve seats and bowls. They then fitted HKS 272 camshafts, Kelford Beehive valve springs, A1 Technologies L19 head studs, and an HKS head gasket to round out the very sturdy engine package.
The Garrett GT3582R turbocharger, sitting on a Sinco manifold, runs a maximum of 32psi for this build. This gives Kat 400kW at the wheels, though she also has lower-power tunes for when full power is not required.
The Mitsubishi runs a fairly simple fuel system — a Walbro 255lph in-tank pump fills the surge tank in the boot with regular 98RON pump fuel, then a Bosch 044 external pump sends that fuel up to ID 1000 injectors sitting on a custom fuel rail up front.
2001 Mitsubishi Evolution VII (CT9A)
Engine
Model: Mitsubishi 4G63 2000cc four-cylinder
Block: HKS forged rods, HKS forged pistons, ARP rod bolts, Tomei oil baffle plate
Head: E&H port and polished head, CNC-cut valve seats and bowls, HKS 272 camshafts, Kelford beehive valve springs, A1 Technologies L19 head studs, HKS head gasket
Intake: 600x300x100mm bar and plate intercooler, custom intercooler aluminium piping, carbon cold air–intake, GReddy air filter
Turbo: Garrett GT3582R
Wastegate: TiAL 42mm
BOV: Trust
Exhaust: Sinco exhaust manifold, HKS front pipe, three-inch straight stainless exhaust system
Fuel: ID 1000 injectors, Walbro 255 in tank pump, Bosch 044 external pump, surge tank, aeromotive regulator, aftermarket fuel rail, braided fuel lines with alloy fittings
Ignition: NGK race plugs, aftermarket coil packs
ECU: Link G4, three-bar map sensor
Cooling: Mishimoto alloy radiator, Mishimoto oil cooler
Other: Aftermarket oil catch can, Accusump oil accumulator
Drive
Gearbox: Brand-new factory five-speed
Clutch: Extreme single-plate brass-button paddle clutch, lightweight flywheel
Diff: Factory AYC
Support
Struts: HKS Hipermax 2 coilovers
Other: Whiteline rear sway bar, Whiteline underbody brace, Whiteline bushes
Brakes: (F) Factory Brembo, Endless pads, (R) Factory Brembo, Endless pads
Shoes
Wheels: 18x10.5-inch +15 Enkei RPF1 (street) and Enkei PF01 (track)
Tyres: 275/35R18 Nitto NT05 (street) and Nitto NT01 (track)
Exterior
Paint: Gloss-black respray inside and out by Westlynn Panelbeaters, graphics applied/designed by ‘Mad Mike’ Whiddett at Cre8grafx, rear-firewall design by Brad Mosen at Black Label Industries
Enhancements: Voltex-style full wide-body kit — front bumper, side skirts, front and rear guards, Evo IX rear bumper, front and rear diffusers, Carbon GT wing, carbon side-skirt extensions, C-West carbon bonnet, vortex generator
Interior
Seats: Momo FIA fibreglass seats, Vortex FIA harnesses
Gear knob: Ralliart
Steering wheel: Sparco
Other: DKM custom false firewall
Cage: DKM Fabrication full eight-point
Performance
Power: 400kW (536hp) at the wheels on 32psi of boost
The Evo that started it all for Michael Keen
Photo: Cory Varcoe
Most of you will know Michael Keen from his latest build, which is one of the fastest street Evos in New Zealand — and it’s featured on the cover of Issue No. 216. But that’s not where Michael’s love affair for Mitsubishi started — for that, we wind the clock back to Issue No. 206, when we featured his Mitsubishi Evo IV.
With the IV continually dialling in upwards of 32psi, the block internals needed to be built tough. The bottom end is an STM big-boost special. JE forged pistons, Eagle rods, ACL race bearings, and ARP hardware can be found inside. The balance bar has been removed, and the entire rotating assembly balanced and digitally blueprinted. The head features a Kelford Cams port and polish, Kelford 272 cams, Kelford valve springs, and Ferrea 1mm oversized valves.
Photo: Cory Varcoe
Sitting on the HKS stainless manifold is a Garrett GT35/40. When the original engine grenaded itself, the con rod slammed into the compressor housing, but thankfully Michael was able to repair it. He also replaced the exhaust housing with a smaller option to help reduce lag.
Making the switch to E85 required the fuel system to be upgraded. Fuel is now lifted from the tank to the surge tank by a Walbro 500hp pump, before being fed to the ID2000 injectors via twin Bosch 044 main pumps. The fuel rail itself is a Hypertune item. The Evo IV features a 50-litre fuel tank as standard, which Michael used to to take 150km to empty while on low boost, and a wallet-killing 80km when the fun switch is on. With no E85 available on the pump, he used to have to buy it in drums.
To handle the power delivery there’s an HKS twin-plate clutch and flywheel combo, with an Evo V RS rear differential. Both the AYC and ABS driving aids have been binned.
Photos: Cory Varcoe
1997 Mitsubishi Evo IV (CN9A)
Engine
Model: 4G63T four-cylinder, 2000cc
Block: STM forged short-block, JE pistons, Eagle rods, ARP mains and rod bolts, balance shaft removed, digitally blueprinted and balanced, ACL race bearings
Head: Kelford 272 camshafts, Ferrea 1mm oversized valves, Kelford valve springs, Kelford port and polish, L19 head studs, HKS cam gears, HKS head gasket, HKS timing belt
Intake: Hypertune intake manifold, Hypertune 90mm throttle body, STM front-mount intercooler
Exhaust: HKS turbo manifold, three-inch straight through, single rear muffler
Turbo: Garrett GT35/40
Wastegate: Turbosmart 48mm
BOV: Turbosmart
Fuel: Walbro 500hp lift pump, two Bosch 044, STM surge tank, SX in-line fuel filters, -8 braided lines, ID2000 injectors, Hypertune fuel rail, Turbosmart fuel reg
Ignition: Stock
ECU: Link G4, three-bar map sensor
Cooling: Alloy radiator
Extra: Turbosmart e-Boost boost controller, deloomed engine bay, STM catch can
Drive
Gearbox: Factory five-speed
Clutch: HKS twin plate
Flywheel: HKS
Diff: Evo V RS rear-diff
Extra: Removed ABS, removed AYC
Support
Struts: D2 coilovers
Brakes: (F) Slotted rotors, factory calipers (R) factory rotors and calipers
Shoes
Wheels: 17x8-inch Konig Heatsink
Tyres: 215/35R17 Bridgestone Potenza
Exterior
Paint: Factory
Enhancements: aftermarket headlights and indicators
Interior
Seats: (F) Factory
Steering wheel: SAAS
Instrumentation: Turbosmart black-faced boost gauge, air/fuel ratio, removed airbags
ICE: Pioneer head unit, four Pioneer six-inch speakers
Performance
Power: 451kW (605hp) at the wheels on 32psi
ET: 11.2 at 136mph (219kph)
Tastefully fast
Back in Issue No. 209 we took a look at Shannan Baker’s 400kW-plus at the wheels Mitsubishi Evo V streeter. Shannan originally purchased the Evo from a car yard, only to have it blow up on him a couple of months later thanks to a faulty wastegate actuator. The engine was replaced with a new one, and from there he set out to build a wild ride capable of tearing up both the track and the street.
Shannan’s 4G63 runs a Manley 100mm stroker crank, which pushes the displacement from 2000cc to 2300cc. The crank pushes Carillo rods and Wiseco pistons to create an ultra-strong base with which to make some serious power. Up top, a ported and polished Evo V cylinder head uses oversized valves, dual springs, titanium retainers, solid lifters, and a custom set of Kelford cams.
Shannan ordered a complete AMS 950R turbo kit from the States. The kit is ready-made for Evo fitment and consists of a 304 stainless steel thick-wall tubular manifold, Precision 6766 billet CEA ball-bearing turbocharger, TiAL 38mm external wastegate, and a stainless steel O2 housing with dual slip-fit recirculated wastegate dump — going fast made easy!
Shannan is a fan of upgrading, not just replacing, when things break — and his driveline is a perfect example of that. The factory gearbox remains, but it has been rebuilt with Evo VI GSR gear ratios and a taller 4.111 final-drive ratio. The clutch is a Quarter Master twin-plate, and power is fed out to a Cusco LSD up front, and Evo VI RS plate-type LSD in the rear.
Because Shannan runs both 98 and E85 fuel, the fuel system is a fairly intense affair. A Walbro 255 in-tank lifter pump feeds a 2.5-litre surge tank. Two Bosch 044 pumps then send the petrol up to some Fuel Injector Clinic 2150cc high-impedance injectors, sitting on an AMS fuel rail via stainless steel braided fuel lines.
1998 Mitsubishi Lancer Evolution V (CP9A)
Engine
Model: Mitsubishi 4G63T 2300cc in-line four-cylinder
Block: Evo V block stroked to 2.3-litre, Manley 100mm crank, Wiseco pistons, Carillo rods
Head: Ported cylinder head, Kelford custom-spec cams, oversize valves, dual springs, titanium retainers, solid lifters, adjustable cam gears
Intake: Custom four-inch stainless intake pipe, AMSOIL nine-inch air filter, HDi 600x300x80mm tube and front-mounted intercooler, custom 2.5-inch alloy intercooler piping, ported aluminium intake plenum, 70mm throttle body
Turbo: Precision 6766 billet CEA ball bearing, stainless steel O2 housing with dual-slip fit recirculated wastegate dump
Wastegate: TiAL 38mm external
BOV: TiAL Q 50mm
Fuel: Fuel Injector Clinic 2150cc high-impedance injectors, Walbro 255 in-tank lifter pump, twin Bosch 044 external fuel pumps mounted under car, custom 2.5-litre aluminium surge tank mounted in boot, AMS fuel rail, stainless steel braided fuel lines -8 feed and -6 return; Tomei Type L fuel-pressure regulator
Ignition: SpoolinUp coil-on-plug ignition system, NGK BPR8ES spark plugs gapped to 0.55mm
Exhaust: AMS 304 stainless steel thick-wall tubular header, three-inch AMS stainless steel front pipe, three-inch Top Fuel Racing cat back straight through exhaust, stainless steel rear muffler
Cooling: 42mm aluminium radiator with silicone hoses, Slimline 305mm radiator fan, custom-fitted 19-row oil cooler with -10 lines
ECU: Fully-mappable Evo VII computer running Tephra Speed Density mod, OMNI four-bar map sensor, GM inlet air temp sensor, SpoolinUp speed-density harness, GReddy Profec B-Spec II electronic boost controller
Other: Battery relocated to boot, de-loomed engine bay, D1 oil catch can, Zaklee clear cam-belt cover, AMS CNC aluminium spark plug cover, Ralliart oil cap, air con removed, ABS removed, AYC system removed, relocated fuse box
Driveline
Gearbox: Rebuilt factory five-speed, Evo VI GSR gear ratios and taller 4.111 final drive ratio
Clutch: Quarter Master eight-leg twin plate, hydraulic throwout bearing
Diff: (F) Cusco LSD, (R) Evo VI RS LSD, full AYC system removed
Support
Struts: GAB Zero R adjustable platform coilovers, Cusco adjustable camber top plates
Springs: GAB
Other: Cusco Type OS three-point strut braces front and rear, Whiteline heavy-duty adjustable rear sway bar, Whiteline suspension and rear diff bushes, Blox roller-stopper front engine mount, Evo VI RS quick rack steering rack
Brakes: (F) Rebuilt Brembo four-piston calipers, 320mm Znoelli DDS slotted and dimpled rotors, Znoelli SP500 brake pads, Pro RS braided brake lines, (R) rebuilt Brembo two-piston calipers, 300mm Znoelli DDS slotted and dimpled rotors, Znoelli SP500 brake pads, Pro RS braided brake lines
Shoes
Wheels: (Street) 18x8.5-inch DTM D1, (track) 17x8.5-inch Rays Engineering Prodrive GC010E
Tyres: (Street) 225/40R18 GT Radial, (track) 235/45R17 Pirelli P Zero
Exterior
Paint: Giallo Orion Mica, three-layer pearl (Lamborghini Yellow) by Brad Perry at Bruce Colyer Auto Refinishers
Enhancements: Truth MS front bumper, Cecil Sport carbon-fibre front-bumper canards, Varis carbon-fibre bonnet, carbon-fibre GT wing, carbon-fibre boot, Ganador carbon-fibre wing mirrors, factory plastic Evo V side skirts and rear bumper, TME stripe kit, custom black housing headlights, black tail lights, black front and side indicators, Dryden front and rear tow hooks, 35 per cent window tints side and rear
Interior
Seats: Factory Recaro
Steering wheel: Factory Momo
Gear knob: Ralliart
Instrumentation: Ralliart 300km dash, Innovate DC-B blue AFR gauge, Innovate LC-1 wideband
Other: Carbon dash insert, Pioneer head unit, Sony Xplod 6x9-inch rear speakers, Sony Xplod 6.5-inch front speakers
Performance
Power: Estimated 400kW+ at the time of feature
Michael Keen hits us again
Photo: Cory Varcoe
Only 10 issues after Michael Keen had his Evo IV featured in NZ Performance Car magazine, he hit us with the news that he had something else to show us, in time for Issue No. 216. Yes, you got it, another Evo. But this time an Evo IX, powered by an even more powerful 4G63 engine. If you remember reading the feature on Michael’s Evo IV, you’ll know that he has a thing for going fast — specifically in a straight line over the quarter mile. But as these things tend to go, although he was running lightning-quick 10.5-second quarters in his Evo IV, it still wasn’t rapid enough — Michael needed more. “I guess the bug had bit … You just want to keep going faster,” he said. He was already making over 450kW at the wheels while running one of STM’s excellent forged short-block packages. But with the sort of power he had in mind — somewhere around 750kW, or 1000hp — he was going to need a new drag-specific bottom end, as well as big upgrades to the IV’s set-up: the driveline, body, suspension, and tyres — it was going to be a big job.
Photo: Cory Varcoe
After purchasing a 2005 Evo IX from Chris Rae — who was chasing the stock block record — STM set to work building something capable of Michael’s goals. This meant using the best gear available from Eagle, JE, Carillo, ACL, and ARP, which when combined with the best parts from both of Michael’s Evos would create an ultimate, nearly indestructible 2.0-litre four-cylinder Mitsubishi 4G63.
At 33psi the current set-up had nearly reached its limits, with STM’s tuner Chris Wall squeezing 525kW (704hp) at the wheels out of the 4G63 — spot on what Michael and the team at STM had wanted and predicted for the car’s testing phase.
After a season of testing, Michael will need to swap the huge Garrett T04Z in favour of something even bigger if he wants to knock on the door of 1000hp. But when he does upgrade, we’ll keep you posted on the numbers once it rolls off the dyno.
Photos: Cory Varcoe
2005 Mitsubishi Evolution IX GT (CT9A)
Engine
Model: Mitsubishi 4G63 2000cc four-cylinder
Block: Evo VI block, Eagle crank, custom JE pistons, Carillo con rods, ACL race bearings, STM balance-shaft removal kit, STM custom head gasket and O-ring set, ARP main stud kit, L19 head studs, new genuine oil pump, genuine seals/gaskets throughout
Head: Kelford port and polish, Kelford 272 camshafts, Kelford valve springs, Ferrea 1mm oversized valves
Intake: Hypertune intake manifold and 90mm throttle body, HKS air filter, 100m-thick intercooler, 75mm piping
Turbo: Garrett T04Z
Wastegate: HKS 44mm
BOV: HKS
Fuel: Walbro 500hp lift pump, twin Bosch 044 external pumps, surge tank, -8 braided feed line, Turbosmart FPR, ID2000 injectors, Hypertune fuel rail
Ignition: Spark Tech Pro COP and CDI
Exhaust: Custom manifold, three-inch mild steel to three-inch aluminium straight pipe
Cooling: Factory
ECU: Link G4
Other: Catch can, Torque Solution engine mounts
Driveline
Gearbox: Evo IX GT five-speed box, PPG first four dog gears, factory fifth gear, IKEA Formula sequential shifter, STM ghost shifter
Clutch: Quarter Master twin-plate clutch
Diff: Factory plate–type LSDs
Support
Struts: BC ER gold adjustable suspension
Springs: BC
Other: Sway bars removed
Brakes: (F) Slotted rotors, Evo IX RS calipers, (R) Factory Brembo
Shoes
Wheels: (Drag) 15x8-inch custom Weld Star RT, (Street) 18x10-inch Wolf SP
Tyres: (Drag) Mickey Thompson 24.5/8/15 slicks, (Street) 265/35R18 Toyo Proxes
Exterior
Paint: Factory
Enhancements: Factory
Interior
Seats: Racetech 1000, Racetech harness
Steering wheel: Factory Momo
Gear knob: IKEA Formula
Instrumentation: MoTeC shift light, Ikeya Formula gear-selector light
Rollcage: Chromoly roll cage
Performance
Power: 525kW (704hp) at the wheels on 33psi (E85)
Weight: 1320kg
0-400: 10.9 at 140mph
Ian’s first car
Yes, that’s right, this is Ian McKay’s first car, and he’s owned and modified it for over 15 years. What started as a bone-stock Mazda Familia GT-X has been transformed into a 606kW at the wheels 4G63-packing street weapon that runs 10s — making it a car we were glad to feature in Issue No. 215.
So, what does it take to produce 606kW at the wheels in a car such as Ian’s? Well, a very large-framed turbo helps, so Ian chose a Borgwarner S400SX, which is more than capable of pumping out over 40psi of boost, after the usually more-than-capable T70 turbo maxed out at 430KW. But what about the internals?
Ian’s 4G63 is now 2300cc after the installation of JE asymmetrical pistons, Oliver I-beam rods, a 100mm 4G69 crank, and ACL race bearings — all assembled by Dick at Hytech Engines. The head has been fully worked using a Kelford Cams 288-degree intake, and 290-degree camshafts with 1mm oversized valves and titanium retainers. It’s a good enough base engine to handle over 700kW should Ian want to, but for now it produces 606kW on 37psi of boost with Klotz 118-octane fuel.
Initially, Ian was only going to run a gearbox from an Evo, but then he thought, ‘why not use the engine too?’ We’re confident in saying the GT-X Familia wouldn’t be producing anywhere near as much power as it is now if he chose to run it with the factory engine set-up.
“I have thought about selling it, but it’s just not worth it. It’s just an expensive garage ornament, I have so much fun when I do these events, that I forget all about selling it. Who knows what will happen next now that this is done, I had thought about building a drifter but it’s sort of all been done. A nice cruiser, maybe a 13B turbo, but in something really different. I have always had the thinking that if you come up with something unique and it works, it’s just that much cooler. Sure it’s not the easy route, but that’s half the fun.”
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