Building My Evo 9 MR - Episode 1

[Music] if you can watch him Chan lately you may have seen the case whap build Ben has embarked on with his Civic that car is going to be very fast so naturally not wanting to be outdone I've decided that it's time to upgrade my evo and in order to do that we're going to tow the car to my good buddies at one of the best Evo shops in the country Horace motors in Burnsville Minnesota [Music] now you should know that chronologically this series is going to be being filmed a couple weeks after Ben's case series so if you see the same people in the videos concurrently appearing don't worry it's not some kind of parallel dimension situation it's just a messy continuity so Ben and I load up the Evo one cold February night and the next morning we are off to Minnesota unlike Ben's massively ambitious engine swap my goal is a very realistic one full Bolton's and an e85 tune for the new clutch to handle the power and some new parts for better handling [Music] we arrive in the next day begin unloading car at Rs Motors if you watched our recent video about modifying Evo's you may already be familiar with roan and the shop but if not just know that these guys know how to build crazy Evo's Ronny what from RS motors we have Benz evil here today we're we're starting with a pretty basic car with basic bolt ons and we're gonna try and max out what we can do with the added parts that we're gonna put in back in late 2017 I had the Evo tuned by my buddy Jermaine at turbo access who is a very experienced tuner himself and he rang 336 horsepower and 317 foot-pounds of torque out of the car on his dynapac now let's not get hung up on numbers and start posting on a dyno readings and altitude and belt lightness and whatever else in the comments horsepower is always relative and no to dinos will ever be the same so with this in mind the first step we have to take is putting lon up on Ronnie's dyno to see what it makes on his Mustang so we're gonna see what it makes now on this Darnell on a two-year-old tune or something like that and that way we'll be able to compare it once we've done all the modifications we're gonna do and see how much horsepower it's making after we're done so we can really gauge your progress it's worth noting this since the car was last tuned I've done a couple of breeder mods including an intercooler and piping that have likely increased the peak course power over that 336 we made on Jermaine style but may have also caused boost spike up reading that rather messy power [Music] [Applause] 3:13 that's pretty surprising Ron is this less of a heartbreaker did you pump the numbers up for me so power band Weiss we have 313 that came in around 6500 so I'm not too concerned about them I want this power band to balloon down here down below so even if we get the same peak if we can wake this part of the graph would make for a lot faster car we'll fix that even though we have room to grow that's just the way it is what do you think is gonna make when we're done on e85 yeah depending on whose if we're restricted to 23 25.5 yeah the torque is what would make a difference right now to 76 torque that's not much you need this much torque as in Canada making over 300 horsepower on a Mustang dyno is definitely neat given the brands online reputation of reading significantly lower than other diamonds and it's great to see that after two years and tons of track events and a trip to Alaska Jermaine's tune is still keeping the car healthy but we're here to make horsepower and that's exactly what the parts I've collected are going to do and the performance has come on board to help sponsor the series and get me a bunch of parts that I need so before you guys ask how can you guys afford to constantly be buying and building cars remember that we're youtubers and stuff is often sponsored but also we spend almost all of our money on cars or car parts we afford all these parts by being poured the rest of the time so yeah ma performance is my source for almost every part you're going to see going on the Evo in the series which includes a new force performance coated and ported exhaust manifold and Nvidia o2 housing and down pipe an in-house ma P high flow cap fuel injector clinic 1,200 CC injectors a slew of white line bushings and sway bars and the crown jewel and XV twin disc clutch to make sure that I never burn out a clutch again we're gonna add some parts to it put a t5 a lot of bolt ons just to maximize what the stock turbos capable of doing even with steel stock camps and and stock short block the head gasket to refresh the refresh the motor upgrade head studs since we'll be pushing it a little bit more boost and what what it was two and four and running 85 with 85 on this car with more boost we're gonna upgrade the injectors and fuel pump to make sure they can keep up for the stock turbo which is max should be around 400 on our dyno here and for injectors were going with the fic 1200 cc paired with the water boat 255 can do a 450 wheel horsepower setup so a lot of you out there might be wondering hey Ben why are you doing all of these mods but you're not doing the most important things for making more power which is a bigger turbo and more boost and the for that is you'll find out at the end of both of our build series the Civic and the Evo we will explain exactly why we built both of these cars the way that we did and we have a good reason but for right now no big turbo that will come later but not right now for drivetrain we're going with the zeti twin disc setup we've found these clutches to be one of the best out there for drivability and holding power when it comes to launching the car and and getting the car to drive on the street easier I believe it's when this is the best one I plan to get the head off first get going on that get the get a tree surface get it prepped and ready to go back in while that's off I plan to get the transmission out to get get the clutch replace and then from there we're gonna tackle the suspension and see how much we can get done as far as looking at it is pretty straightforward pending issues that we come up with as we take the car apart so hopefully there's nothing there but you know this it always happens as any project goes but we should be even be able to take care of it after a quick wash T at the schmutz of travel off Ronnie starts getting to work on the first step of the build pulling the head since the engine has almost 150,000 miles on it you want to pull the head to resurface it and replace the head gasket just to make sure that the engine will be ready to hold the increased lose pressure and horsepower now we're going to be throwing at it [Music] while Ron and Paul another evil expert in the shops only other employee start disassembling the engine bay and drivetrain I check in on my weight loss program this is the exhaust that was on the car so we had a megan down pipe that actually did just fine for like four years or something been actually welded this o2 bung in there so good job Ben yeah very very clean weld for sure alright that's enough of that no that's enough of that and then this is a butcher single piece JDM length I've never really liked the way it looks it's it's pretty quiet which I guess is nice but so this is what we're going with this is a NVIDIA downpipe big big Nvidia Oh to housing an na P High Flow cat which I wasn't previously able to run but I'm very very excited to be able to run a hike locale again cuz cats are good cats save the environment the good good stuff we've got some Tomei titanium titanium stuff like all of this together probably weighs like 10 pounds maybe as opposed to this big catback that probably weighs like 30 or something so I think the real reason we're doing this is because of that that burnt tip you need them see you point it's for the scene points it's it's for the drift cannon for sure [Music] so we just have a baseline wait for my corporeal form which is 193 pounds and then with the big single piece we're at 223 so we added 30 pounds so this is 30 pounds feels like 30 pounds and then Tomei with the pipe look at 210 so 13 yeah 13 pounds later so it's uh what to 193 717 pounds seventeen pounds with the with the what stainless okay yeah so tight [Music] we just removing a stock car 130,000 miles unmodified and it's showing a crack inside a manifold here they're prone to crack you know as you go through a lot of heat you don't really see that since it's on the Sun it's on the inside but just about the worst of it we are replacing that with a piece from FP which is a cast manifold which makes it really good equal sized runners not equal length free-flowing ported coated should last for a long time and I think they're better than any tubular out there since it's a cast manifold there's no welds there's nothing to break really it might eventually crack over time but just for this will promote fast pool not any less than this one since it's a nice short runner and it should be good for power i unbolted the house meanwhile the head has come off of the 4g63 boast the valves and pistons look to be in good shape which is reassuring and Paul starts clean the head to prep it for resurfacing but it's right about this time and we discover a pretty big problem so this was not part of the original game plan when we came here but way back when I bought this car I got it wrecked someone whoever done it previously I got it from a junkyard but whoever it owned it before them had put it into a curb or something at a pretty high speed because it had broken the control arm and it broken the spindle and had broken that axle tie rod all that stuff so I needed I took it to a frame shop to get the frame pulled back because all this stuff had been pushed in a little bit and they pulled it out but they didn't pull it out all the way so for the longest time I've known that my suspension can only get so much camber dialed in on the driver's side on in the front so we've looked at it and subframe is bent here the frame itself is pushed in a little bit still so what we're gonna do is ron has a new subframe that I'm gonna buy from and put in and we're gonna take it to a frame shop and see if we can get it pulled back to straight that would be the biggest change for me with the car from this trip regardless of horsepower parts or whatever it's not necessarily a safety issue at the moment I've done a bunch of track days on it I drove it to Alaska and back and I have never had any issues but if I could dial more Cambron on this side and have an alignment that matches on both sides and not have to hamstring myself by running less camera on that side to match this side that would be HUGE if I can run three degrees of camber instead of two point three that will give me more ability to corner hypothetically speaking at the track so that would make the car faster so and and that is very very important that's just as important to horsepower so hopefully we can make that happen as far as looking at it is pretty straightforward pending issues that we come up with as we take the car apart like an Old Testament prophet ronnie has accurately predicted that this very straightforward build would hit unexpected roadblocks and is definitely shaping up to be one so when Ben and I are planning to run his Civic series and the Evo series concurrently I thought it was mean kind of underwhelming since Ben's Civic was getting an engine swap and I was just getting a couple of base on parts things were getting a little bit out of hand and progressing a little bit further than we had initially planned in order to do the frame we were actually going to drop the motor out of the car so that we have the most amount of room to work on the frame which means that the engine is now coming out and we just have a rolling shell so going a lot further than we had anticipated so Ron gets the work replacing the block and transmission as a unit and I begin replacing the worn rotor rings on the DBA two-piece rotors with fresh replacements from na P Paul services the freshly cleaned head teeth one always want to start with a fresh the surface you don't want no risk of blowing a head gasket because of uneven surface obviously as you can see we took to thaw out of this and we don't see any low spots which is good that means we were good we were able to use the head and get to go the block is typically on a 4g63 it's hard for them to warp unless they're overheated obviously this car was stopped so I didn't see that much heat to it [Music] [Applause] [Music] [Music] you've got to pull the motor how's it going over there with your brake rotor Ronnie can pull a motor and about as much time as it takes me to put together one two-piece rotor [Music] [Music] watching them lower the heart of the car onto the floor I start to feel a slight ping panic we'd only budgeted two days for what was supposed to be a very simple handful of upgrades are we really gonna be able to get the frame straightened drivetrain reinstalled and car tuned all in a single day tomorrow but simultaneously it's extremely exciting knowing the car had a tweaked frame has always bothered me and now is the perfect time to fix it and hey if the cars already completely disassembled at this point why not throw in a few more parts while we're in there [Music] [Music] you

Channel: Gears and Gasoline

Views: 1,446,471

Rating: 4.9299912 out of 5

Keywords: evo, evo9, ct9a, rs motors, 4g63, maperformance, mitsubishi, evolution, build, gears and gasoline

Id: QA2xChJln_M

Length: 17min 15sec (1035 seconds)

Published: Sat Mar 14 2020