Mitsubishi Evolution IX

It seems like everything that could be done to an EVO has already been done: Swapping out the suspension for Bilsteins or Konis, boosting the engine for horsepower verging on four figures, de-coupling the front differential to make it rear-wheel drive...it all boils down to variations on a theme. But what makes the EVO so endlessly appealing is that there's always something else to do, an extra bit of magic to conjure up.

Sometimes it takes a fresh approach to get a new idea, and sometimes it takes a background in working on Hondas for the past 13 years, with great success, to get that fresh look, which is exactly what California tuning house Skunk2 Racing has done. Eager to show off its performance tuner chops beyond the world of Honda, the notion of a time attack EVO first arose in 2005, but the operation was too busy with other projects. It came off the back burner in 2007, when two developments-independent of each other-knocked on Skunk2's door.

BFGoodrich, looking to promote its R1 racing tire, offered support of such a machine around the same time that Norco Mitsubishi, a local dealership, approached Skunk2 with the idea of doing an EVO IX project. And so the Norco Mitsubishi Skunk2 BFG's S2R1 was conceived, a car that would be as fast and agile as its name is ungainly. There was just one extra wrinkle: The whole build would be televised.

Skunk2 is no stranger to the wacky, tacky, world of television, having built a Honda Fit on the second season of Speed Channel's Street Tuner Challenge. The EVO would be the third season's offering. The trouble with doing a project car build for TV was that it has to be completed within 13 weeks. Not an impossible task, but it was made all the more complicated by only being allowed to carry out the work in front of the cameras, while trying to synchronize the arrival of parts, subcontractors' schedules and vehicle transportation with the program's production team. Then there's the day-to-day work of a fully functioning business to get on with, as well.

If the engine isn't happening, the EVO is just a four-wheeled decoration, so Skunk2 went for high efficiency and high revs. Keeping bore and stroke stock, in went custom-forged 4340 rods and CP shelf-stock pistons. It's the cylinder head that's seen the most effort-S2 designed ports that could flow a greater volume of air at all valve lifts and with more velocity than most heads using oversized valves. This in turn helps the turbo spool faster. The turbocharger in this instance is a TiAL custom ball bearing turbo with a lightweight stainless steel V-band turbine housing, a Garrett GT30R turbine wheel and a GT35R compressor wheel.

After being tuned and put on the all-wheel-drive dyno at Tuning Technologies in Colton, Calif., Skunk2 claimed 600 whp with the sharp response and quick-spooling characteristics of a small turbo. The snail is mounted on top of a Peak Boost high-velocity, long-runner stainless steel manifold. Spinning beneath it are custom-built camshafts that allow more efficient breathing on both the intake and exhaust sides. To ensure a stable valvetrain at high engine speeds and boost levels, Skunk2 fitted its own Pro-Series valvesprings with titanium valves and retainers.

A Hydra Nemesis EMS, one of the few plug-and-play standalone units that can control the EVO IX's variable cam timing, handles engine management. This is linked to a World Racing TBC-1 boost controller. The TBC-1 uses military-spec solenoids and electronics and is found on many of the fastest time attack and drag cars in the country.

A TiAL blow-off valve and wastegate, plus a PWR intercooler and radiator have also been installed; a 3-inch Peak Boost downpipe feeds into a Skunk2 stainless steel exhaust system culminating in a 4.5-inch tip.