Walking through the halls of any major show, you're bound to see some pretty sick cars--nicely detailed layers of wax and tire shine, with some self-proclaimed model giving away stuff you don't really want--but what happens to these cars after the show? Do they just hop back onto the trailer and into storage for a lifetime of pampered show-car status? Or can they serve another purpose--a higher calling? That's exactly what Mitsubishi Motor Co. and the 2NR staff set to find out, by holding a little performance competition (cough, call-out, cough) for Lancer Evolutions displayed at last year's SEMA show in Las Vegas.
Going through the show, we hit up nearly every track-worthy EVO in attendance--VIII, IX and X--and by the end of the week, had a field of 15 possible candidates. It was time to put these show cars to the test; to see if they could back up their looks with an all-out assault on the track, L.A. rush-hour traffic, and the ham-fisted buggery of two of the import world's most revered (feared?) wheelmen.
The one-day competition was simple, yet brutal: all competing EVOs were to meet at Mitsubishi headquarters in Cypress, CA, and make the 150-mile death march through L.A.'s rush-hour traffic to Buttonwillow Raceway (a.k.a. Super Lap Park, named after your authority for all that is time attack, Super Lap Battle), where they'd be flogged around the track's infamous CCW-13 (counter-clockwise, 13-turn) configuration by Tyler McQuarrie and Stephan Verdier. Only one set of DOT-legal radials could be used per car, each with a minimum UTQG treadwear rating of 100, and each car could only sip good `ol 91-octane California pump gas. And if you happened to get pulled over for a loud exhaust or a missing catalytic converter on the way to the track . . . better luck next time! Of the original field, eight cars were deemed fit for track competition by our drivers, only one of which wasn't an EVO X.
Major Modifications Robispec Clubsport KW Variant 3 coilovers; Cusco bracing; AEM intake; APG front-mount intercooler; Endless CCX brake pads, stainless lines; APR GTC300 air foil; Seibon carbon fiber hood and trunk; Enkei RPM2 18x9 wheels; 265/35-18 Advan Neova tires
Tyler Mcquarrie This was one of two Twin Clutch SST-equipped cars in the competition. This car was OK on power, but the handling felt stock-like and a little too sluggish.
Stephan Verdier This was my first time driving an MR; it felt less powerful than the others but had a good power band and was really smooth--well balanced in entry, mid and exit out of corners. Input from the electronics was great on exit of corners, and I could really feel the LSDs helping to rotate the car. I was really surprised with the Super Sport mode, and was impressed with how the car selected the right gear up or down. I could stay at 30- to 40-percent throttle and modulate up and down in a long corner without the car up-shifting.
Major Modifications K&N cold-air intake; Buddy Club cams; PWR intercooler; Tanabe Concept G turbo-back exhaust; TEIN Super Racing coilovers, EDFC; Whiteline swaybars, endlinks; Agency power engine mounts, rear camber-adjustable arms; Quaife LSD; Cusco twin-plate clutch, flywheel; reflashed ECU by Tuning Technologies; Powerslot rotors; Hawk pads; 17x9 Volk Racing RE30 wheels; 255/40-17 Toyo RA1 tires
Tyler Mcquarrie This was the only EVO IX of the bunch, and the first car to be tested. Aside from the car looking a little dated sitting next to all the EVO Xs, it performed fairly well. Power delivery was good and broad. The car felt pretty good on exit during throttle, but still had a hint of understeer. The ABS kicked in so much that it caused the car to understeer on turn-in into an apex.
Stephan Verdier Stable during braking until you touch a curb, ABS will kick in and lock the brake pedal, understeering in entry and exit of corners. Power delivery and torque at low rpm was great, though.