Mase Engineering, Tuning, Consulting, Product Development



Mitsubishi Evolution VIII 3 Comments

607 HP 495 LB/FT

To give a break down on my choices when it came to building this car, there are a few things I would like to point out. I chose the Jun 2.2L 94mm stroke because I knew the car would need to rev high, the 2.3L crank has a hair longer stroke, which would increase the piston speeds even higher. The design of the JUN crank is second to none compared to other cranks I have seen. With this added displacement, it helped aid to an already responsive motor.

Top End

Now onto the top half of the motor. I had heard rumors about cosworth coming out with a cylinder head right when I started shopping for parts. Thanks to Andy Chan at speed element, we got some of the first cylinder heads, and I have to say I’ve been seriously impressed with their work. After getting pictures of the head earlier in 2006 and viewing the flow charts, I was sold. And have been pleased ever since.

Turbo Choice

Many people always ask, why a 35r? If you need serious power, why not a bigger turbo? Easy answer. Versatility. We chose the 35r for several reasons, its extremely responsive w/ the 2.2 Stroker. It meets our power goals with ease. The transient response of that turbo is among the best I’ve seen.


This project wasn’t a complete breeze by any means. It required many sleepless nights planning and calculating exactly how I wanted to build this motor. I sat down and computed exact specs for what I wanted each parameter to be. I took into account all the manufactures recommendations, my own accounts, as well as many others recommendations. It needed to be loose enough to sustain the heat we were going to be putting through it, yet tight enough so it didn’t smoke like all these ‘race’ motors popping out everywhere. Further, one of the more stressful aspects, the bearing clearances. The most common failures I see are bearing failures. The JUN crank is a very expensive crank, the car will be running high RPMs for a sustained amount of time. As the old saying goes, a tighter motor will last longer, a looser motor will make more power. Well I needed to make the motor last, but make great power. In the end, I spent forever getting the specs right where I wanted them, I about wore out my micrometers and couldn’t tell you how many sleeves of plastigage I went through. It took getting OEM bearings from Europe and many weeks of trying a few different sets, just to get it matched to my perfection.

The other hardship of the build was the Solid Lifters. These were a huge time consumption. JUN supplied the solid lifters, along with shims to set the different clearances. Once I got the long block assembled, I started to tackle this little mod. I had no idea how time consuming it was going to be. JUN had only supplied me one size of shims, and upon emailing them asking for the correct specs, they asked me to send the head back for them to install and correctly shim the head. I wasn’t going to send a brand new cosworth head across the country. Not to mention, I knew the head when breaking in would change the clearances a bit. When I started measuring the clearances, I found barely any of the same size shims they provided fit the proper specs. Thanks to Dwight (owner of Stage 6 Motorsports), he quickly pointed out they were just Nissan sr20 shims. I ordered a variety of Nissan shims at $8 a piece, a true rip off for an ounce of metal. Long story short, some of the valve stem heights on the intake side of the cosworth head, were still pretty high, I ended up having to modify these lifters myself, about 20 hours worth of work. Not fun, but they are working out quite well.


So by now, you are probably wondering exactly how it turned out. The tuning side of things, naturally was a breeze due to my experience w/ tuning. Power was very stout, 607 awhp and 495 ft/lbs of torque. The only flaw of this dyno chart, the boost fell off on top end about 2 psi to about 25 psi, but I later fixed it by adding some duty % to the AVCR on the street. Otherwise, it holds power till 8500 rpms when the boost level is completely straight. This is straight boost, no other power adders, no meth, no nitrous. For those who don’t know about Dyno Dynamics Dyno’s, they read about 15% lower than your generic dynojet. The injectors are maxed at that level, which is ok, because this is well beyond our goals. We reached 520 awhp on straight 93 pump gas at about 21-22 psi. Mission Accomplished.



JUN 2.2 Liter Stroker Kit
Cosworth Cylinder Head
JUN 272 Cams
Modified JUN Solid Lifter Kit
Full-Race Exhaust Manifold
Full-Race Downpipe (Modified in house)
Garrett GT35R
HKS Intercooler
Custom Aluminum Intercooler Piping (Built in house)
RC 1000cc Injectors
Magnus Intake Manifold
Exedy Twin
Quaife Front Differential
DSS Axles


PSS9 Bilstein Suspension
Cusco Front and Rear Sway Bars
AP Racing 6 Pot Front Brakes
Tarox 10 Pot Rear Brakes


Apexi AVCR
Super AYC Controller


No Upgrades
Anonymous's Dyno

Comments (3)

I love this EVO. So clean.

Posted by Dennis Eusebio | May 14, 2008

Why the heck are the rear brakes 10 pot versus 6 on the front????

Posted by Brad | September 30, 2009

The car is here in the UK goto race it now with other car will inform you how it went

Posted by Siddy | December 27, 2009

Add A Comment

Commenting is not available in this weblog entry.