Subaru Impreza WRX STi.
If you're into fast cars and you own a pair of ears, the chances are you've heard about this machine a thousand times. It's got to the stage where the letters S-T-i roll off the tongue as easily as the once-magical G-T appendage. But things didn't have to be quite so lopsided in favour of the Rex. If only Mitsubishi had bothered to bring the Evolution Lancer models to Australia...
Brendan Stothard is a person who doesn't follow the rest of the fast car movement like a woolly sheep. Far from it. Because he drives what is - most likely - a better vehicle than the contemporary all-hailed STi. For without a doubt, his 1996 Evolution 4 is a technological step in front of the mighty Subaru. Evolution 4 GSRs (not the RS models) feature a whiz-bang driveline system called Anti Yaw Control. AYC is a unique differential that serves to reduce excess amounts of over- or understeer. You'll only find this kind of advancement in the Mitsubishi. And, of course, the factory rated (and probably conservative) 206kW output ain't too shabby either!
Nonetheless, six months after acquiring his Evo 4, Brendan decided it was time to up the power level a couple of pegs. First came the exhaust system, which is an effectively quiet HKS Super Dragger cat-back jobbie. This was teamed with a Trust front pipe, complete with a 3-inch high flow cat converter. The DOHC, 16-valve turbo motor then received improved intake flow thanks to a HKS foam air filter complimented by a large diameter cold air duct. The third step to power was with a HKS EVC boost controller, which bumped turbo pressure up to 1.1 Bar. Brendan says this trio of mods yielded a very effective performance upgrade for relatively little cost - and with no driveability trade offs.
Next came a suspension up-spec that would turn this Evo into one of the most awesome handling vehicles on Australian roads. GAB struts were ordered straight outa Japan, together with their accompanying lowered springs. A front strut bar was already there ex-factory. Increased road grip was found using 215/40 Toyo Proxes T1-Ss inflated onto 17 x 7.5 inch Racing Sparco Viper R rims. We're told that handling remains neutral (as out-of-the-box) but the chassis sits much flatter. Braking into corners is improved also, thanks to a set of Endless pads. Other small items that found their way onto the scene at about this time include an A'PEXi boost and exhaust gas temperature gauge. The driveline also got tightened up with an upgraded pressure plate.
But next came the crumbling of the Evolution.
Feeling well down on its usual power, Brendan took the car in for a quick check-up at BD4s. Paul performed a compression test and - sure enough - one of the pots was notably down on efficiency. It is assumed that detonation (caused by the lower octane Aussie fuel) was the culprit. Not keen on having the car off the road for any further length of time, Brendan answered this mishap with a good an' proper engine rebuild. Paul set to work inserting JE pistons, a HKS metal head gasket, HKS 264 cams with adjustable sprockets, aftermarket valve springs and - of course - new bearings and rings.
All of this engine exotica was piled in for a reason - Brendan had visions of installing a fairly hefty turbocharger to cram in induction air. An HKS Kansai turbine kit was imported and bolted on without hiccup. This package gave the Lancer a HKS GT28/30 roller bearing turbo, a 45mm external wastegate, tubular exhaust manifold (which has since been HPC'd) and a new exhaust front pipe. Interestingly - even with this brace of engine mods - the factory front-mount air-to-air intercooler was found to manage quite adequately. The plumbing, however, is now HKS.
With such a barrage of Japanese brand bits, it's slightly unusual (but perfectly logical) to find that the whole shebang is controlled with one of Australia's own programmable management systems - Autronic SMC. Starting with this clean slate meant BD4s could comfortably run a big set of Blitz 660cc injectors. And, just to be on the safe side, the Autronic system is presently being mapped on 98 octane fuel. Fuel is pushed through those Blitz nozzles thanks to a high capacity pump, large diameter fuel lines and a HKS pressure regulator.
Brendan is realistically looking to achieve around 200kW - at all four wheels!
For people casting their eyes over Brendan's Evo for the first time, everything looks bog-stock. The side skirts, spot-light'd front bumper and rear wing are all Mitsu. The only partial hints to the performance on tap are the big HKS polished box hanging under the rear, a slightly lowered stance and the aforementioned Sparco rims.
Inside is a similar story. Mitsubishi have already equipped the Evo 4 with bear-hugging seats, a Momo wheel and white-faced dials. Luxuries such as climate control and power windows come standard (note that the motorsport-oriented Evo 4 RS model comes without such things as power windows and air conditioning to weigh 90kg lighter than the GSR). Oh, and check out the Evo 4 GSR's black and red colour scheme - it's eye-catching enough to be aftermarket! Again, the only indication of the Evo's potential are the two A-pillar mounted gauges.
As you could imagine, an Evo like this is virtually unbeatable in a straight line and around corners. Brendan had already owned a locally-delivered near-standard Lancer GSR and - uh, oh - a modified MY97 Subaru WRX. In comparison to these cars though, well, "There is no comparison....the Evolution handles a hundred times better."
So - with what is already close to the ultimate high-performance streetcar - what does Brendan have left up his sleeve? He tells us he is looking toward maybe an oil catch can, the removal of the (still fitted) airflow meter and a little more tuning. At the time of writing, a fatter HKS intercooler was also about to make its way on. And then, who knows, maybe a bit more boost...
STi drivers keep your eyes open for this one!
Contact:
BD4s
+61 2 9879 3322
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