In Japan, sometime around the mid '70s, a concept arose pertaining to the streamlining of production in the manufacturing industry. This concept soon developed into a well-known methodology and was quickly adopted by the majority of leading companies, and has since become a standard in a variety of industries. The "5S Methodology," as it was known, centered around five concepts: Seiri, Seiton, Seiso, Seiketsu,and Shitsuke. These five Japanese words roughly translate into English as: Sort, Systematize, Shine, Standardize, and Self-Discipline. These concepts became the framework of a system designed to increase efficiency, remove unnecessary items, lower impediments, maintain clean workplaces, and create the highest standard possible. The beauty of this system is that it can be translated over from a manufacturing perspective to just about any other industry; and that is exactly what Tazawa-san at Garage G-Force has done with the concept of his twin-charged Evo X.
A prominent influence in the Evolution tuning domain, Garage G-Force has been making a name for itself for the past decade as the number-one Evolution tuning company in Japan. Backed by its owner Naohisa Tazawa, G-Force has been involved in dozens of high-end builds throughout all of Japan, as well as internationally. Tazawa-san has been tuning cars for the better part of 30 years, until he made the decision to branch off on his own. With the opening of Garage G-Force, he set out to become a leader in his own right.
Flash-forward to 2014 and the journey that Tazawa-san had set out to accomplish is nothing short of achieved, and if there is any tangible proof of that, it is held within his latest creation. When we first arrived at G-Force, the car we set out to capture was resting in the driveway in front of the shop. As we entered, we could feel the resoluteness of the workers weigh on us as if they had sensed a disruption in their objectives. The shop was quiet, extremely organized, and the workers displayed a sort of unwavering steadfastness in their movements and expressions—all of which made us increasingly uncomfortable. We were relieved when Tazawa-san appeared from his upstairs office to greet us. We spoke briefly of current events and a bit about the shop, and then decided to shoot the car inside the garage.
It's hard to deny the presence this car creates wherever it may be, mostly in part to the catalog of Varis parts that adorn its exterior; the most prominent being the ultralight carbon doors, of which, the rear windows are replaced by carbon in their entirety. Varis was a main partner in the buildup, and, as a result, a variety of other carbon parts are also scattered about the Varis widebody. The hood, trunk, rear wing, front aero package, and side strakes all replaced with their carbon counterpart. Each piece flowing to the next, transforming the car's stock body lines to create an all-new, aggressive look akin to that of a purposed time attack car. Aside from looking the part, the diet that Varis put the hefty Evo X on brings its curb weight down to a mere 1,350 kg—weight that better suits a dedicated track car.
Along with Varis, Garage G-Force built this car in conjunction with Sunbeam, who was brought onboard to handle the suspension tuning. The custom-valved coilovers are supplied from Spirit with an increased spring rate of 16k up front and 14k in the rear. Set at an optimal height, allowing the fenders to cradle the 295/35/18 Advan A050's that are wrapped around the bright red TE37 RT's. Hidden behind the six bright red spokes of the RT's is an Endless brake package. The front six-pot Endless calipers handle the majority of stopping power, while the four-pot rears make up for any residual braking needed. Braking that is all too necessary with the incredibly unique powerplant that lies underneath the hood.
It would be a difficult task to find a modern engine that embodies the spirit of efficiency more than Mitsubishi's 4B11. The first ever die-cast aluminum block in the Evo series, a square bore and stroke (86 mm), redesigned intake and exhaust ports to increase volumetric efficiency, and the incorporation of MIVEC on both the intake and exhaust cams, all of which pose a strong improvement over the previous 4G63. With all that being said, there was still much to be gained with Mitsubishi's newest offering; and if there is one thing Tazawa-san knows, it's how to make power. In this case though, high-end numbers weren't the goal, more so than how that power was made. In turn, he began to research the possibility of twin charging the engine in order to combat the low torque numbers that most high-power, four-cylinder turbocharged engines are plagued with; the result is as you see here. The revamped engine in the G-Force was rebuilt with Tomei 9.0:1 SR20 pistons mated to Cosworth connecting rods and crankshaft, inside the now 2.3L block, effectively increasing the bore to 87 mm and stroke to 94 mm. Custom Garage G-Force camshafts, made in part by HKS, replace the OEM counterparts in the newly polished and ported head. Supplying the majority of the power is a quite large GT3240 turbine from HKS, actually the same unit that was on the car before the introduction of the HKS GTS8550 supercharger. Air is inducted by the Colt Speed carbon intake, while fuel is supplied via a custom SARD setup that is fed to custom G-Force/SARD 1,000cc injectors by the HKS ECU. Exhaust is expelled from a G-Force full titanium 90mm exhaust that exits just above the Varis rear diffuser. Twin-charging is still a concept that not many tuners have experimented with. Sure, it has existed for quite a while, but it's still few and far between. Tazawa-san and Garage G-Force have recently made it a priority to explore this path of tuning further, and hope to advance their efforts in the coming years. If it's any consolation to their efforts, this Evo X pumps out a cool 750 hp, and to date has a best time at Tsukuba of 56.784—undeniably fast.
The interior of the Evo further carries the theme of efficiency of the build as it embodies a very minimalistic environment. The driver occupying the single Recaro bucket seat will be treated to an unobstructed view of the Racepak IQ3 data logger and dash unit taking the place of the stock cluster, supplying all the necessary information while on circuit. Also available to the driver is the ability to adjust the center differential via a custom bias controller on the Nardi wheel. The entire interior is stripped, leaving a very cavernous shell that surrounds the driver in a Cusco six-point, bolt-in through dash rollcage as he sits comfortably low in the Recaro Profi bucket seat. It's safe to say that lightweight is the name of the game here.
If Tazawa-san's progress up until this point has proved to be this successful, there is no telling where he can advance this concept of twin-charging in the next couple of years. If he adapts the same methodology he's used thus far, we can expect more great things coming from Garage G-Force.