NZ Performance Car - - 2001 Mitsubishi Lancer Evo Vii (Ct9a) -

WWe’ve seen some hard­core Evo en­thu­si­asts in our time, but not many who are as ded­i­cated to evolv­ing and de­vel­op­ing the Evo lineup as Shoneel Ram. You see, this isn’t Shoneel’s first Evo, and it also isn’t his first time mod­i­fy­ing the 4G63T en­gine. Shoneel has a love for the Evo line-up like no other, but his real pas­sion lies in mod­i­fy­ing the first in­car­na­tion of each chas­sis plat­form to make them per­form bet­ter than that of the last. Take his pre­vi­ous Evo IV, for ex­am­ple, which was ex­ten­sively mod­i­fied to out­per­form the Evo VI.

Fol­low­ing on with the first in­car­na­tion theme, Shoneel sold the Evo IV and re­placed it with a later model Evo VII — the first of the CT9A chas­sis — with the hope of one day build­ing an Evo IX beater. The build didn’t start off im­me­di­ately, as Shoneel wanted to en­joy the rel­a­tively stock ex­am­ple for a while as he ex­plains, “I bought this Evo pretty much bone stock be­cause I wanted a clean plat­form to start the build with. I drove it with mi­nor bolt-ons for roughly two years and en­joyed the feel of driv­ing a stock Evo af­ter driv­ing and own­ing my mod­i­fied Evo IV for so long.” With that be­ing said, the mod­i­fi­ca­tion bug was pes­ter­ing Shoneel to get to work. “Slowly but surely I felt the need for speed, so I planned the whole build for about half a year and then pro­ceeded with my plans. The ini­tial build was a sim­ple re­flash of the ECU, fuel pump up­grade, and Kin­u­gawa TD06-25G turbo, but as time went by the

POWER: 443kW (594hp) on 30psi of boost with E85

plans started to evolve as 300kW (402hp) just wasn’t enough,” stated Shoneel. With the ini­tial power out­put now in­suf­fi­cient, the TD06-25G turbo was binned as it was ev­i­dent the tur­bine hous­ing would now be a ma­jor re­stric­tion in the quest for 400kW.

With an am­bi­tious power goal in mind and not want­ing to sac­ri­fice streetabil­ity, it was de­cided ex­tra ca­pac­ity would be es­sen­tial to spool a larger frame turbo. Want­ing ev­ery­thing built cor­rectly the first time, Shoneel en­listed Pos­sum Bourne Mo­tor­sport for the en­gine build as they’d com­pleted more WRX and Evo builds than you can shake a stick at. First off, a set of 85.5mm CP stro­ker–forged pis­tons, Man­ley 100mm– forged stro­ker crankshaft, and Man­ley-forged rods were pur­chased as they’re es­sen­tial to get the ca­pac­ity up to a much needed 2300cc, and com­pres­sion up to 9.8:1. With the block now more or less bul­let­proof, the head was ported and pol­ished in-house at Pos­sum Bourne Mo­tor­sport and a set of Kelford 272 de­gree cams with Tomei ad­justable cam gears were dropped in. At this stage you’re prob­a­bly won­der­ing what turbo Shoneel re­quired to war­rant th­ese mod­i­fi­ca­tions and you’d be cor­rect in think­ing it was some­thing gar­gan­tuan. Af­ter seek­ing ad­vice from sev­eral tuners, Shoneel fi­nally de­cided on a BorgWarner EFR 8374 with a 1.05A/R rear hous­ing and dual ce­ramic ball bear­ings — a gnarly unit for sure — which sits on a beefy Sinco man­i­fold. As torque and re­sponse were the main cri­te­ria for the build, the Evo has been set up to run both E85 and 98 pump gas and ev­ery com­bi­na­tion in be­tween, thanks to the

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