Command Central

With the hard parts in place, orchestrating fuel delivery and ignition was next on the agenda. An AEM Engine Management System that simply plugs into the factory wiring harness offered a seamless tuning solution for the EVO VIII. Mike Angel of FX Motorsports Development lent his tuning expertise in order to get the EVO dialed in and running optimally. Once the EVO was strapped down to Dynojet’s AWD dynamometer, Mike worked his magic on the laptop. At 40 psi, the EVO VIII spun the rollers to the tune of 693 horsepower and 580 lb-ft of torque. A 100-shot Ny-Trex nitrous injection system further supplements the powerplant. Once activated, power nears the 800 whp mark.

Putting The Power Down

Reinforcement seemed to be the theme of this build, and handling more than three times the horsepower than stock trim would require significant improvement beyond the crankshaft. An Exedy triple-disk clutch and lightened flywheel mated to the crankshaft transfers power to the Shepherd Transmission-reinforced gearbox. Shepherd Transmissions built the transmission to their top-of-the-line Stage Four specification and also applied an REM Isotropic Super Finish (ISF) treatment. The REM ISF is designed to reduce friction between the gears while improving durability. The transmission relies on a Quaife limited- slip differential (LSD) to divide power between the front wheels and a Cusco LSD between the rears.

Street Suspenders and Super Stoppers

Making nearly 800 horsepower and getting it to the wheels was a herculean effort. But navigating the streets with power and no control would make the effort entirely worthless. A set of TEIN coilovers lower the chassis and provide dampening at all four corners, while an ARC front shock-tower brace and a Cusco rear brace tie the towers. These braces stiffen the chassis and sharpen the handling by reducing the flexing that occurs between the towers during hard cornering. In addition, Cusco sway bars further improve the handling, keeping all four Yokohama AD08 tires planted through each turn.

Adjusting or cutting speed in a hurry is even more important on the street than on the track. On the track, poor braking will result in going off track. On the street, it would spell getting into an accident or worse. While EVO VIII’s are factory equipped with decent brakes, Todd desired more. The brake system was upgraded with Endless components. Six- piston calipers replaced their four-piston counterparts up front, while four-piston units take the place of the factory two piston calipers in the rear. The Endless brake calipers squeeze Endless brake pads onto Zeal two-piece rotors. The two-piece rotors feature a floating aluminum hat, which allows the rotor to expand and contract between heat cycles, improving durability and resistance to warping. The increased rotor diameter combined with larger pads increase the friction surface area for improved stopping power while improving fade resistance. Stainless-braided Teflon hoses replaced the factory rubber hoses for improved braking response.

Urban Assault

Tackling the asphalt jungle on a regular basis, Todd proudly states that his EVO VIII is no trailer queen. Sporting a full interior and a functional air conditioning, no comforts were sacrificed in building his vision of the Ultimate Street EVO. When asked about his future plans for the car, he states that, “The only feature left would be to add a full sound system. Every other facet has already been carefully addressed, all the way down to the wire tuck. The best compliment I can pay this EVO is that despite sharing the garage with a 1,300 horsepower Supra Turbo and twin-turbocharged Gallardo, the EVO gets the most seat time. Despite its lower build cost, it’s more fun to drive than the other cars.