Building My Evo 9 MR - Episode 1

If you can see Chan lately, you may have seen the case that Ben has been on with his Civic, that car is going to be very fast, so naturally, I don't want to be left behind, I have decided it's time to update my evo and in To do that, we will tow the car to my good friends at one of the best Evo shops in the country. Horace Motors in Burnsville, Minnesota. Now you should know that chronologically this series will be filmed a couple of weeks after Ben. series of cases, so if you see the same people in the videos appearing simultaneously, don't worry, it's not some kind of parallel dimension situation, it's just a messy continuity, so Ben and I loaded up the Evo one cold winter night.

February and the next morning we leave. to Minnesota, unlike Ben's ambitious engine swap, my goal is a very realistic one, full Bolton and an e85 tune for the new clutch to handle the power and some new parts for better handling. We arrived the next day and started unloading the car at Rs Motors If you watched our recent video on the Evo modification, you may already be familiar with Roan and the shop, but if not, just know that these guys know how to build the crazy Evo, Ronny from RS motors, we have evil Benz here today, we are starting with a pretty basic car with basic bolt-ons and we are going to try to maximize what we can do with the added parts that we are going to put in at the end of 2017.

My Friend Jermaine at turbo access tuned the Evo, who is a very experienced tuner himself, and got 336 horsepower and 317 pound-feet of torque out of the car on his dynapac. Now let's not obsess over the numbers and start posting dyno readings, altitude, belt lightness, and whatever else in the comments. Horsepower is always relative and dinosaurs will never be equal, so with that in mind, the first step we need to take is to put Lon on Ronnie's dyno to see what he does in his Mustang, so we'll see what ago now. on this Darnell on a tune from two years ago or something and that way we can compare it once we've done all the modifications we're going to do and see how much horsepower it's making after we're done so we can really evaluate its progress, it's worth noting this since the car was last tuned.

I've done a couple of reproduction mods including an intercooler and piping that have probably increased the peak power of the course over the 336 we did in the Jermaine style, but may have also caused an increase in boost reading that power pretty messy. 3:13, that's pretty amazing. Ron, is he less of a heartbreaker? Did you raise the numbers for me? So the Weiss power band we have 313 that came in around 6500, so I'm not too much. Concerned about them, I want this power band to increase down here, so even if we get the same peak, if we can wake up, this part of the graph would make the car much faster, we will fix it even if we have room to grow. this is what you think will happen when we are done with the e85 yes depending on who if we are restricted to 23 25.5 yes torque is what would make the difference right now with 76 torque that's not to much to you. needing as much torque as in Canada, making over 300 horsepower on a Mustang dyno is definitely cool given the brand's online reputation for 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 still keeps the car healthy, but we're here to make horsepower and that's exactly what the parts I've collected will do and performance has been brought in to help sponsor the series and get me a bunch of parts I need.

I need it before they ask how they can afford to constantly buy and build cars. Remember that we are YouTubers and many things are often sponsored, but we also spend almost all of our money on cars or spare parts. poured the rest of the time, so yes, my performance is my source for almost every part you'll see on the series Evo, including a new Force Performance ported and coated exhaust manifold and an Nvidia housing and downpipe O2 and an entrance. -house ma P fuel injector clinic with high flow cap 1,200 CC injectors a host of white line bushings and sway bars and the crown jewel and XV twin disc clutch to make sure you never burn a gas again clutch, we will add some parts to Put a t5 with a lot of bolts just to maximize what the stock turbos are capable of even with stock steel camps and stock short block head gasket to upgrade the stock upgrade head bolts engine, since we will push it a little. a little more boost and what was two and four and running 85 with 85 in this car with more boost, we're going to upgrade the injectors and the fuel pump to make sure they can keep up with the stock turbo, which at most should be around 400.

On our dyno here and for the injectors we were going with the fic 1200 cc combined with the 255 water can make a 450 horsepower setup at the wheels so many of you may be wondering Hey Ben, why are you doing all these mods, but you? We're not doing the most important things to make more power, which is a bigger turbo and more boost, and that's why you'll find out at the end of our build series, the Civic and the Evo, and we'll explain exactly why we build. Both cars the way we did and we have a good reason but for now there is no big turbo that will come later but not now, for the transmission we are going with the Zeti twin disc setup.

We have found these clutches to be one of the best out there for drivability and holding power when it comes to starting the car and making the car drive easier on the street. I think that's when this is the best. I plan to rip his head off first and continue with that. get the surface of a tree, set it up and be ready to go back in while that's off. I plan to take the transmission out to replace the clutch and then from there we'll address the suspension and see how much we can do. As far as looking at it goes, it's pretty straight forward, lingering issues that come to mind as we take the car apart, so hopefully there's nothing there, but you know, this always happens on any project, but we should even be able to take care of it. of it.

After a quick wash, T on the trip nonsense, Ronnie starts working on the first step of the build, pulling the head, since the engine has almost 150,000 miles on it, he wants to pull the head to resurface it and replace the gasket of the head. To make sure the engine is ready to handle the increased pressure loss and horsepower, we're now going to launch it while Ron and Paul, another evil workshop expert, just another employee, begin disassembling the engine compartment and transmission. . On my weight loss program, this is the exhaust that was on the car, so we had a Megan downpipe that actually worked fine for about four years or something.

This O2 plug was actually welded in there so good job Ben yeah very very clean weld for clear okay that's enough no that's enough and then this is a JDM length of a single butcher's piece I've never really liked the way it looks, it's pretty quiet which I guess is good, but this is what we're going to do. This is an NVIDIA downpipe, a big Nvidia. Oh, to house a na P High Flow cat that I couldn't run before, but I'm very, very excited to be able to go on a local walk again because cats are good cats, they save the environment.

The good thing, the good thing, we have some Tomei titanium stuff like all this together, it probably weighs like 10 pounds, maybe unlike this big catback that probably weighs like 30 or something, so I think the real reason why We're doing this is because of that burnt tip, you need them, look, point, it's for the scene points, it's for the drift cannon, sure, so we just have a baseline, wait for my corporeal form, which weighs 193 pounds and then with the great one piece we are on. 223 so we add 30 pounds so 30 pounds feels like 30 pounds and then Tomei with the pipe looks 210 so 13 yeah 13 pounds later so it's uh what 193 717 pounds seventeen pounds with the stainless steel , okay, yes, very tight.

We just pulled a stock car with 130,000 unmodified miles on it and it shows a crack inside a manifold. Here they are prone to cracking. You know, when you go through a lot of heat, you don't really see it, since it's in the Sun, it's inside. but the worst thing is that we are replacing it with a FP part that is a cast collector that makes it really good. Equal size runners, not equal length, with free flow ported liner, should last a long time and I think they are better. than any tubular that exists, since it is a cast collector, there are no welds, there is nothing to break, in reality, it could eventually crack over time, but for this alone it will promote a fast pool, no less than this, since it is a nice short runner and should be good to be able to, I unscrewed the house while the head had come off the 4g63.

The valves and pistons seem to be in good shape which is reassuring and Paul starts cleaning the head to prepare it for resurfacing, but it's about time and we discovered a pretty big problem, so this wasn't part of the original game plan. when we got here, but a long time ago, when I bought this car, I totaled it. Someone who had done it before bought it from a junkyard, but whoever owned it before them had put it on a curb or something at a pretty high speed because they had broken the control arm and broken the axle and had Broken axle tie rod, all that, so I needed it.

I took it to a frame shop to have the frame removed because all this stuff had been pushed in a little bit and they pulled it out, but they didn't pull it all the way out, so I've known for a long time that my suspension can only have a certain Marked tilt on driver's side. the front, so we've seen it and the subframe is bent here, the frame itself is pushed in a little bit, so what we're going to do is Ron has a new subframe that I'm going to buy from him and put it on, and we'll do it.

I'll take it to a frame shop and see if we can get it right again, that would be the biggest change for me with the car on this trip, regardless of power parts or whatever, it's not necessarily a safety issue on this one. moment. I've done a lot of track days with it, driven it to Alaska and back and never had a problem, but if I could dial in more Cambron on this side and have an alignment that matches on both sides and not have to cripple myself by running less cam on that side to match this side, that would be HUGE if I could run three degrees of lean instead of two point three, that would give me more cornering ability hypothetically speaking on the track, so that would make the car faster and so.

It's very, very important, that's just as important for horsepower, so I hope we can make that happen, as far as looking at it, it's pretty straightforward, waiting for any issues that come up as we take the car apart like An Old Testament prophet, Ronnie, has accurately predicted this. A very simple build would encounter unexpected obstacles and is definitely shaping up to be one, so when Ben and I planned to run his Civic series and Evo series at the same time, I thought it was a little disappointing since Ben's Civic was getting a facelift. engine and I We were just getting a couple of basic parts, things were getting a little out of control and moving a little further than we had initially planned so we could make the frame, we were actually going to take the engine out of the car so we could have the most room to work with in the frame, which means the engine is now coming out and we only have a rolling case, so we are going a lot further than we had anticipated, so Ron takes care of replacing the block and the transmission as a unit and I begin replacing the worn rotor rings on the DBA two-piece rotors with new replacements from na P Paul Services, the head teeth just cleaned.

You always want to start with a new surface, you don't want to run the risk of blowing the head gasket because uneven surface, obviously, as you can see, we take to thaw out and we don't see any low spots, which is good, that it means we were fine, we could use our heads and start, the block is usually on a 4g63. It's hard for them to warp unless they're overheated, obviously this car was stationary so I didn't see that much heat, you have to pull the motor, how's it going there with your brake rotor? Ronnie can pull a motor and About as long as it takes me to assemble a two-piece rotor as I watch them lower the heart of the car to the ground, I start to feel a slight panic, justWith a simple handful of upgrades, we'll actually be able to reinstall the straightened chassis and tune the car in a single day tomorrow, but at the same time it's extremely exciting to know that the car I had a tight chassis, it has always bothered me and now is the perfect time to fix it.

And hey, if the cars are already completely stripped down right now, why not add a few more parts while we're there?