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Double Oh 7 – EVO VII

For us ‘car people’ we tend to have a highly select bunch to cater to our ego that more often than not revolves around splendidly fast cars. We do not get up in the morning thinking “hmm what kind of debauchery can our sick minds come up with this lovely day?” rather we’d be going “what insanely fast cars we’re going to see today, and how we can put the owner under our hyper spells so that we can run off with his ride along with his girlfriend”.

Yeah well we can only reminisce about the good old days when we have plenty of action, in more ways than one. Better not make a big deal over this lest we start going all emotional about ‘the one that got away’. Let’s get to the matter at hand. And what matter be that? Well what be the matter in the first place? What the hell am I ranting on about?

That was just caffeine, some other undisclosed psychotropic substance and sleep deprivation does to you. Pretty soon you gonna find me singing Jamiroquai’s Virtual Insanity. And if you don’t know who Jamiroquai is then you might need a bundle of caffeine, some other undisclosed psychotropic substance and sleep deprivation yourself, if not to see the light then to have light extinguished from you.

Seeing the light on this baby right here well that requires no stimulant, no alcoholic beverages, no drugs of any kind. In fact it’d be more beneficial to have a clarity of mind and thought to take it in, seeing as this EVO VII looks unquestionably amazing bedecked in that intimidating hue of a paintjob, which matches the carbon fiber body parts over at the front and around the rear to perfection.

Okay then seeing as there’s no more EVO XI in production as Mitsubishi has announced there would be none along the Evolution lineage we’d be better off celebrating each and every one of the ten superlative Mitsus that us Malaysians have embraced atypically as one of our own. For that a little bit of background on the subject is more than appropriate.

In 2001, Mitsubishi was forced by the FIA to race in the WRC using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. Based on the larger Lancer Cedia the VII was heavier than its predecessor but had quite a bit more juice as per its chassis as well as its performance chief among them an active center differential, improvements on the LSD, and the addition of a front helical limited-slip differential. While the word on the news front had the official max output as 280ps, which was in lieu of the famous gentlemen’s agreement among the Japs, the VII’s torque rose to 385Nm thanks to better airflow made thus by some engine tweaks.

With such glorious dossier on top of what is regarded as one of the finest performance saloons ever engineered, this particular VII specimen with its soup-up 4G63T had it all. That soup-up 4G63T rumbling restlessly under the Varis carbon fiber hood features a litany of aftermarket upgrades. Instead of going all uppity with stroker kits or bigger turbos the owner opted for enhancements and refinements, keeping the authentic character of the 4G63T intact. For starters the innerworkings equipped with King main bearings and all were spruced up with a supplement of HKS components: 87mm pistons, 1.2mm head gasket, 272° hi-cams and valve springs. HKS air filter made up the sole upgrade for the air coming in, while excess gases gets drawn out via another HKS component – the extractor, and on to a Trust exhaust system. Turbo upgrades include 44mm Tial wastegate and HKS SQV, while the fuel system received Sard 800cc injector and Works fuel regulator. Further mods include Koyo radiator and GReddy oil catch tank. And keeping everything glued together without any risk of being unglued is ARP main & head studs.

Haltech engine management runs the whole thing with its advanced microprocessor, with the 4G63T’s turbo boost supervised by a GReddy Profec Type S boost controller. The 5 speed manual received a carbon twin plate clutch from Ogura. Chassis mods consisted of Tein Type Flex and Cusco strut bar for the suspension, while the stock EVO VII brakes remained as it were save for Bendix Metal King pads.

Finally, we have the fine styling of this EVO: externally the Varis carbon fiber parts galore (hood, bonnet, spoilers, front lip and exhaust guard) turns heads like no other even more so in this regard with its cool subliminal finishing, further blinged-up with Volk Racing CE28 18 inch alloys. The inside save for a generous number of gauges and a Trust gear knob is all stock.



Engine Modifications:
port & polished head, HKS 1.2mm head gasket, HKS 272° hi-cam, HKS 87mm pistons, HKS valve springs, KING main bearings, ARP head & main stud, HKS air filter, Tial 44mm wastegate, Koyo radiator, HKS extractor, Sard 800cc injector Works fuel regulator, HKS SQV, GReddy oil catch tank, Trust exhaust system

Haltech engine management

5-speed manual Ogura carbon twin plate clutch

TEIN Type Flex adjustable, Cusco strut bar

Wheels & Tires:
Volk Racing CE28 18 inch alloys, Yokohama AD08

GReddy Profec Type S, HKS turbo timer, Defi meter stack, Apexi RSM

Varis carbon fiber hood, bonnet, spoiler, front lip, exhaust guard, Ralliart side mirror

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