Like this spot?Advertise with us now! Call +60378045484

Third Time’s The Charm

There are several icons along the years that stood above the rest, even though some other variants or models were introduced to replace them by upgrading this or replacing that, usually with newer technology and better performances.

But there is something about old-schooling that is just unique to each of its own characteristics that made them popular in the first place and became an icon on their own.

Legends were not made within a day, definitely, which means these icons and legendary machines have had their share of tarmac scorching back in the days to remain as iconic and legendary years after that new car smell disappeared, to make it into the legendary list.

Looking back in history, the legends had always been something that stood out. We know of the existence of the Honda CRX, Honda’s own mini supercar that made it through so many races by being unbeatable with its V-TEC B16/B18 engines.

Then we had the Mazda/Ford with the B6 and B8 engines, with turbocharging capability and boasting more than 200 horsepower on wheels, oh those killer intakes and extractors.

Not forgetting the good ol’days of the CA18 engine from Nissan, this was followed by the SR-series engines and the RB-series engines. The good old days of mechanical perfection.

One of the reasons why the 4G-series engines by Mitsubishi were so popular and well known in Malaysia was because of how Proton used Mitsubishi’s technology and came out with the Saga, Wira and Satria, which used Mitsubishi engines and mountings.

Proton made cars affordable in Malaysia, at that time, and they were able to provide an option for the local market. This opened a door towards insane modifications on the 4G Mitsubishi engines, and a whole lot more than just simple throttle tweaks.

We are focusing this story towards one particular model, which is the Mitsubishi Lancer Evolution 3, one of the most popular Evolutions by Mitsubishi.

This particular Evo 3 is not at all stock standard, as over the years of ownership, the owner had installed quite a number of upgrades to the car.

First off, the engine had received a nicely done 2.2-liter stroker block upgrade, bumping up the CC count. The head is ported, with 280-degree twin Brian Crower camshafts placed inside, right where the Kigly valve springs and retainers is located. Kigly 1mm-oversized valves are also used together with ARP lightweight but very durable headstuds and mainstuds. ACL Bearings are also used, and the head is placed with Fel Pro metal head gasket in between to get that compression lower for turbocharging.

HKS Cam lightweight adjustable pulleys are used as well, but the cover is removed for easy access.

Wiseco 86mm pistons are used with ravine-like heads to bolt down the compression even more, with Manley Turbo Tuff conrods holding them up.

Spraying the fuel into the engine would be the beautiful FIC 2,150cc fuel injectors and burned as if they were damned by individual Race Tech ignition coils and plugs. Keeping the engine cool after all that burning would be the super sexy triple-layer Koyorad radiator, with coolants pumped around using EWP electric water pump and custom pipes.

HKS intercooler cools down the compressed air, with JMF Racing custom-made intake manifold by Uncle Sam became the host for the compressed air, which was created by spooling the legendary Garrett GT Turbine.

Trash is taken out through the super sexy and shiny stainless steel 3.5-inch exhaust piping, after it passed through the durable GME Racing exhaust manifold.

Probably the most interesting piece of electronic found in the Evo 3 would be the Microtech ECU that replaces the original ECU completely. No piggyback, no e-manage stuff, simply replace the ECU and redo everything, then tune to perfection.

Microtech X4 ignitor box is also found in the car and this is the source of envy, if I may. This thing is used specifically for direct fire ignition, and this X4 has 4 igniter output. Turbo Smart dual-stage boost controller is used to control the boosting and pressure, while Autometer shift light informs the driver that the redline is coming.

A range of Defi gauges decorate the dashboard for easier monitoring, which include oil temp, exhaust temp, and water temp.

Delivering power to all wheels is done through Quarter Master drag-racing clutch set, which needs no introduction. The system itself is designed for the highest and most maximum acceleration power achievable.

Keeping the car balanced would be the awesome D2 coilovers with full adjustable settings. Mitsubishi original Rubber Bushes are used together with Cusco original roll-cage and Ultra Racing stabilizer bars to ensure rigidity.

Braking system is kept at stock as the system is already utilizing twin-pot calipers with performance brake pads and steel-braided hoses, so no upgrades needed there.

Keeping the tarmac contact point intact would be the super nice Desmond Evo Regamaster 16-inchers, wrapped by the super grippy Toyo Proxes R888 semi-slicks coming with the size 225/45R15.

Recaro full bucket seat is used for the driver side while the passenger side seat is removed. Sparco steering wheel, Razo pedals and Ralliart gearknob decorates the stripped interior. Exterior and body styling is kept at stock.

The car is fully tuned and maintained by Jo 1 Racing, which is located in USJ1 Subang Jaya. If you are into the three diamonds category, this vehicle is probably already is in your bucket list. This one here produces around 700 horsepower at 10,000 rpm, and already holds a record of 11.3 seconds at Sepang Drag Battle, and 8.6 seconds at MUSC Drag challenge. How fast is yours, again?

Unless Tommi Mäkinen Edition is found, then we will have another story to write about.


Car: Mitsubishi Lancer Evo 3

Engine Mods: 2.2-liter stroker block,ported cylinder head, Brian Crower 280° camshafts, HKS cam pulleys, ATI Super Damper main pulley, Kigly valve springs, Kigly retainers, Kigly 1mm-oversized valves, ARP headstuds and mainstuds, ACL bearings, Fel Pro metal head gasket, Wiseco 86mm pistons, Manley Turbo Tuff conrods, custom oil pump gears, Garrett GT turbo, HKS intercooler, stainless steel 3-inch intercooler piping, 3.5-inch stainless steel exhaust piping by Capoi, Koyorad radiator, JMF Racing custom intake manifold by Uncle Sam, Tial blow-off valve, Tial wastegate, GME Racing exhaust manifold, EWP electric water pump, Race Tech ignition coils, FIC 2,150cc fuel injectors, GReddy oil catch tank, Turbo Smart fuel regulator

Electronics: Microtech ECU, Microtech X4 ignitor box, Turbo Smart dual-stage boost controller, Autometer shift light, Defi gauges

Transmission: Quarter Master drag-racing clutch set,

Chassis & Handling: D2 adjustable coilovers (hi-lo, soft-hard), Mitsubishi Rubber bushes, Cusco roll-cage, Ultra Racing stabilizer bars

Brakes: Stock

Wheels & Tyres: Desmong Evo Regamaster 16-inch wheels, Toyo Proxes R888 semi-slick tyres 225/45R15, Rays Racing lug nuts

Interior: Recaro full bucket seat, Sparco steering wheel

Exterior: Stock

Garage: Jo 1 Racing, USJ 1, Subang Jaya

Tuner: Nizam Nordin, Jo 1 Racing

Owner: Rey Jaweracing

Power: 700whp@10,000rpm

Fastest Time: 11.3-seconds at Sepang Drag Battle, 8.6-seconds at MUSC Drag Challenge

Leave a Reply