One of the most underrated cars on the Australian performance
scene is the 3.5-litre Mitsubishi Magna. We've written many kind words about
go-fast Magnas (along with a couple of criticisms!) and we've often wondered why
nobody has grabbed hold of one and given it the full aftermarket treatment.
Well, at last, it has happened.
Say hello to 3.5-litres of turbocharged Mitsubishi
muscle - a Magna to scare the hell out of Ford BA XR6 Turbo drivers!
Sean of Adelaide purchased this Mitsubishi Magna TH Sports back
when it was brand-spankers new in 2000. "I bought it as my first car." explains
Sean. "I was actually looking at getting a Holden SS ute but I knew I'd kill
myself in it - the Magna was the better choice as a first car. It was also a bit
different - only losers had them at that stage..." Sean also opted for the 4-speed
Sports Mode (sequential) automatic transmission instead of a 5-speed manual - a
wise move given he was still on his Learner plates.
"It was a good car as it was," says Sean, "all I've done is
stuff it up - or so my mother tells me..."
The first mods were nothing too wild. The standard TH Magna
exhaust system is horribly restrictive so Sean ditched the whole lot and fitted
a pair of Pacemaker extractors and a custom 2½-inch mandrel exhaust with
side-by-side polished mufflers. The looks department was further complemented by
the fitment of Pedders extra-low springs and 17 x 7.5-inch Avante Blade rims
with 235/45 Toyos. The subtle front lip you can see is the product of ASV.
Did the new 2½-inch exhaust make a real difference to on-road
performance? "Sh&* yeah!," says Sean. "It definitely unleashed quite a few
ponies". And those extra ponies were enough - for a while...
But before long Sean went in search of the biggest performance
gain he could get - and a turbocharger was what he wanted. Fortunately, the base
Magna 3.5-litre V6 is an ideal candidate for turbocharging. For example, the
factory 9.0:1 compression ratio is tame enough to allow moderate boost levels
without requiring a low-compression engine rebuild. The TH-series cams are also
focussed on low/mid rpm punch, which helps the turbo to spool up early - you can
rely on boost pressure for a big top-end kick.
Adelaide's Jazmac Performance performed the bulk of Sean's
turbo installation. Jazmac recognised the aftermarket extractors would've been
too thin to be used a turbo application so refitted the original cast iron
manifolds. The manifold flanges now bolt to a custom 2 into 1 up-pipe that
provides a 'high mount' turbo location. Underbonnet heat was give special
consideration, so the up-pipe has been heat wrapped, a heat shield surrounds the
turbo and the turbine housing is fitted with a heat bag. So what turbocharger
was chosen for the job, you ask? None other than a Garrett '450hp'
roller-bearing unit, which gives good response and allows scope for even more
power into the future. Boost is high/low selectable, but Sean is currently
running only 7 psi until the package is fully sorted.
As you can see, a large front-mount air-to-air intercooler is
nestled into the nosecone. The 'cooler uses an ultra-efficient PWR core with
custom end-tanks. The intercooler piping is also custom and, to achieve the
necessary clearance, a trick little stainless tank replaces the obese OE washer
bottle. Next Level Engineering can be thanked for much of this fabrication work.
A TurboSmart dual trumpet blow-off valve and a large K&N pod filter are also
fitted.
Extra fuel flow is provided by a HSV GTS 300 pump and the
engine management system - which is still being finalised - is currently a
combination of a MicroTech LT8 programmable ECU and the factory ECU. The factory
ECU serves only to control the Sports-Mode 4-speed transmission. Sean tells us
that transmission control is yet to be sorted out - it doesn't really know
what's going on in the current configuration. And, yes, the transmission has
been modified - it runs a Stage 2 shift kit and a 3000 rpm stall converter.
Given the hassles with transmission control the maximum power
output - for now - is 125kW at the wheels on RPM's Dyno Dynamics chassis dyno.
But rest assured there's more to come.
Traction is the biggest hurdle for the FWD non-LSD turbocharged
Magna. "Put your foot into it and it's all over the joint," says Sean. "It's
kerb to kerb driving at its best!" Not surprisingly, Sean has been keen to fit a
front LSD but it appears nothing is available to suit the 4-speed Sports Mode
auto. Instead, a set of street-legal semi-slicks is on the shopping list -
they're not a total solution, but they're certainly a step in the right
direction. "If I can get it to hook up, I'd like to think one day I'll get it
into the 12s," says Sean. Note that the factory TRC system (traction and trace
control) is inoperative with the current 'hybrid' management configuration.
Inside, there's not much need to change the factory Sports
trim. Sean has, however, ripped out the poor man's standard sound system and
replaced it with a Clarion head unit wired to twin 12-inch subs located inside
the boot. The harder-pressed engine and driveline are monitored with an AutoMeter
trans temp and boost gauges on the A-pillar.
Future plans? Well, transmission control is yet to be sorted
out but after that there's a massive - and we mean massive! - brake upgrade on
its way. Sean has sourced a full set of Lancer Evo 6.5 (T.M.E.) Brembo discs and
calipers, which are apparently a bolt-on conversion for the Magna. These are the
perfect way to finish an oh-so sweet streeter.
When you start thinking about what's possible with the humble
Magna it's hard not to get fired up. Could Sean's turbocharged TH Sports be the
kick-start of a trend? We hope so!
