Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - Import Tuner Magazine daytona endurance outer rotor kit dio

Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Mashed-Up Matchup: STI vs. EVO vs. GT-R Scott Tsuneishi – Jun 13, 2012
Photographer: Henry Z. DeKuyper SHARE Photo 1/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Aside from the typical STI versus EVO shootout you’ve witnessed over the years, the Mitsubishi camp has been dominant, winning three out of the last four events and hardly been challenged by their boxer-powered rivals. This event marked the fifth consecutive year of competition but before the green flag droped, we made some dramatic changes to the event that would take an interesting turn. To bring back the event’s competitiveness, we threw a monkey wrench into the works and introduced Nissan GT-Rs as the newest competitors to join the epic battle. That’s right. We pitted Nissan GT-Rs against AWD Mitsubishi EVOs and Subaru STIs to see which vehicle was the performance king.

This event consists of 10 (special invite) vehicles, which includes three GT-Rs, three STIs, and four EVOs in a head-to-head challenge to prove who is the best, or at least amongst the best. At last year’s STI versus EVO Shootout, we witnessed the Subaru camp take its first victory. The epic battle filtered down to the last event as team Subaru took home their first five-lap battle competition, albeit it was handed to them due to two DNFs within the Mitsubishi camp. With the GT-Rs now in the mix, things were about to get pretty interesting.

Photo 2/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Among the invited competitors was Ryan Gates and his 311RS EVO X. Gates is no stranger to our annual event as he’s competed in the EVO versus STI event in the past with his infamous 600-plus horsepower blue EVO X. Curious onlookers immediately caught glimpse of the white EVO X with blue livery rolling through the entrance gates as this was the first time anyone in the industry had a chance to see the 311RS firsthand. Gates mentioned before the competition that the car is still in its track development phase and the AWD Shootout would be the first opportunity to time the car around the track. “It would be fun to get it out to a real competition to see where the car currently stood,” Gates says.

Gates knew coming into the event that his car was underpowered in comparison to his competitors, yet that didn’t seem to bother him. When asked about his EVO and expectations, he simply smiled as he peered though his sunglasses and said, “My biggest competitor is the track. The goal for the 311RS from the start was to drive to the track and run a sub-2:00 lap time on Buttonwillow’s CW13 configuration. During the first session, the Continental Contact Extreme DW (official AWD Shootout spec tire) equipped machine ran its fastest lap time of 2:00.484 with a 2:00.675 in the second session. Just as Gates was coming back into the pits, we noticed the Fontana Nissan GT-R with its hood popped and both doors ajar. Fearing the worst, we came upon the vehicle for a closer inspection, only to receive word that the car was bowing out from competition due to transmission problems. With only two GT-Rs remaining in the competition, it was Ricky Guan who set the pace for the entire AWD Shootout, running a 1:58.003 during his first qualifying lap in the ACG ’09 R35 GT-R. The satin gray GT-R put on quite a show for spectators and competitors alike as Guan manhandled the car into numerous four-wheel drifts for the majority of the course.

Matt Dennison returned to competition from the previous year, this time as a hired gun for the Road Race Engineering/Robispec’s 637hp EVO VIII RS. Watchful eyes, including both GT-R competitors carefully monitored the bright red EVO roar past the start/finish line in neck-breaking speeds during morning practice. When things seemed to finally fall into place for a team who experienced amazing adversity to compete in the event, suddenly saw their hopes go up in a hail of smoke after 10 laps. The team quickly went into action and began tearing down the engine, only to find irreversible engine failure caused from running a bad batch of E85 fuel.

Photo 6/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout The second session rolled off the grid just past lunch at 12:40, and temps began to peak at 63 degrees. With over 640 hp on tap, John Hsu’s ’98 EVO VI GSR was one of two authentic JDM vehicles to compete at the event. Hsu’s race credentials included competing in touring car racing, Grand Am, club racing, endurance racing, rally racing, and Baja 500 and 1000. The seasoned race veteran was more than capable of driving his righthand-drive machine to the podium, but after a mere three laps during an early afternoon run the EVO’s aftermarket crank pulley ripped itself loose, causing massive engine failure, ending his day with a DNF. The Subaru team also wasn’t without casualties as the Renner Motorsport ’98 RS experienced turbo (compressor wheel) failure during the later part of competition. With no replacement parts at hand, the RS was also forced to retire for the day with a DNF.

The Fuji Auto BNR34 GT-R V-Spec driven by Eiji “Tarzan” Yamada looked strong throughout the day. “Godzilla” went quicker than anyone expected, running only one lap with a time of 1:58.522—a few tenths behind the ACG R35 GT-R. It’s been five years since Yamada last drove the R34 but recalls the memories just like it happened yesterday. “This car brings back some fond memories when I first came to the United States to compete at SLB. The Fuji Auto R34 offers amazing performance and is only comparable to the Mines GT-R of Japan—it’s that good. I was surprised to see the car hasn’t changed one bit since I last drove it, yet even today. It performs flawlessly, just as well as it did back then,” Yamada says. During the early morning tech inspection a minor seat harness issue prevented him from running in both practice and the first session. With only the second session left to record a time, it was important as ever to make every lap count. In typical Yamada fashion he just smiled and simply replied, “Don’t worry” (such a bad ass! -Ed.). Just as the R34 completed its warm-up lap and begin it’s hot lap, the course was red flagged due to Team Crawford’s STI catching fire. Fire crews immediately rushed to the scene to extinguish the flames before towing it back into the pits. The dramatic fire show caused a 20-minute delay, which wasted just enough to end the final session and the R34’s hopes of improving their previous lap in an unfortunate what could have been scenario.

Photo 7/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout The Final Round: EVO vs. GT-R Battle

The five-lap battle was the final competition for the day, and once again pitted the remaining five competitors to an endurance race. With so much carnage and cars dropping like flies throughout the day, the staff decided to make some last-minute modifications to the event and turn it into an individual five-lap endurance race. As the cars made their way through their initial laps, the competition began to heat up as the ACG R35 and Kontrabrands/Evasive Motorsports EVO were jockeying in a back-and-forth battle with less than a tenth of a second separating their lap times. While the battle continued, we overheard an Evasive Motorsports crewmember mention that only driver error would separate the two to determine the final outcome. At that instant, the R35 nearly lost control coming out of the final turn into the straights, costing the GT-R more than 5 seconds. The EVO was now within striking distance and looked to capitalize on the R35’s critical error. The initial lap times were looking good for the EVO as the team recorded times of (Lap 1) 2:00.465, (Lap 2) 2:00.135, (Lap 3) 2:00.057, (Lap 4) 2:01.351 and a final lap of . . . Now you might be asking what happened to Lap 5? As it happened, a driver miscalculation on the number of laps brought him into the pits after completing only four, which automatically turned his session of glory into a heart-wrenching DNF.

Photo 8/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout After a long day’s event of grueling racing the final numbers were tabulated and the awards handed out. Taking home both the day’s fastest lap and Five-Lap Battle category honors was ACG’s 625 hp, satin gray ’09 R35 GT-R with a best time of 1:58.003 seconds. Yamada took Second Place honors in the fastest one-lap session with a 1:58.522 in the Fuji Auto ’00 R34 GT-R V-Spec. Team Mitsubishi stood toe to toe with the GT-R family as the camp’s top contender was Michael Chang who recorded a 1:58.891 lap time in the Kontrabrands/Evasive Motorsports ’06 EVO IX SE, which ended up rounding out the top three positions. Congratulations to all the winners, and Continental Tires as our official-spec tires for the event.

Photo 9/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout For our sixth event taking place later this year, we’re changing things up once again by transforming it into a Rear-Wheel-Drive Shootout. Do you own a RWD car and think you have what it takes to take home the top prize at this year’s shootout? Submit your vehicle photo along with specs to with “FR Shootout” in the subject line, or post it onto our Facebook page no later than October. We’ll be waiting for you!

Photo 10/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout ACG Race Team

2009 Nissan R35 GT-R

Photo 11/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Best Lap: 1:58.003

Photo 12/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Five-Lap Battle: 9:24.704

Owner: Ricky Guan

Driver: Ricky Guan

Output: 625 hp/532 lb-ft

Engine: Switzer P800 turbo kit, cooling upgrade; HKS DCT Cooler, resonated mid-pipe; ACG secondary oil cooler; Akrapovic slip-on exhaust; Cobb Accessport tuned by Switzer (P800 multi-fuel calibration)

Drivetrain: stock

Suspension: KW sleeve-over kit; Swift Spring (custom) spring rates; Stillen sway bars; SPL rear toe arm

Aero: APR carbon front airdam, full under tray; Aero-Motion S2 rear wing, carbon trunk; Titek side extension; Wald carbon rear diffuser; Satin-Guard paint protection

Photo 13/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Brakes: Endless N35S race pads, E-slit rotors; ACG brake ducts

Wheels: 20X10 (front) 20x11(rear) Volk G2

Tires: 275/35-20 Continental Extreme Contact DW

Vehicle History: The GT-R offered the perfect drive to and from the track with no need for additional preparation. We simply filled up a full tank of gas, grabbed our helmet, and spent the while day enjoying ourselves at the track without a single problem. Spending significant time at numerous tracks, we found ourselves basking in the luxury of not needing to bring extra wheels, brake pads, or a trailer. Upon purchasing the car, we began modifying the car with simple bolt-ons, which included an exhaust and an intake. A few months passed and additional mods quickly followed with suspension, brakes, and aero upgrades. The rest you can say is history.

Photo 14/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Team Fuji Auto

2000 Nissan R34 GT-R V-Spec

Photo 15/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Best Lap: 1:58.522

Five-Lap Battle: 10:14.43

Photo 16/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Owner: Kim Johnson

Driver: Eiji “Tarzan” Yamada

Output: 560 hp/480 lb-ft

Engine: XS Engineering Twin GT25/30 Ball-Bearing Turbochargers, custom port and polish, power pack ignition amplifier; Cosworth machined, balanced and blueprinted Nissan N1 spec block; HKS SPL billet camshafts, exhaust manifold head gasket, oil cooler; Veilside downpipe, Ti “teardrop” 90mm exhaust; Tomei Powered adjustable cam sprockets, valve lifters, oil pan, timing belt; A’PEXi valvesprings, super suction intake; Nissan N1 racing valves, N1 oil pump; Mines baffle plates; Jecs Racing N1 fuel pump, mass airflow sensors; Denso 720cc fuel injectors; JUN billet fuel rail, SX performance adjustable fuel regulator; Hyper-ground wiring system, Koyo racing aluminum radiator, ARC oil/fluid catch can; A’PEXi PowerFC tuned by Eric Hsu

Drivetrain: Nismo front LSD, G-max twin-plate, clutch slave cylinder, flywheel; Kaaz two-way rear solid LSD

Suspension: Ohlins Nismo R-tune (reservoir type/ double adjustable) coilovers; Cusco front adjustable negative upper link; Nismo rear adjustable upper A-arms, rear lower arms, motorsport rubber bushing kit, Nagisa Auto (NAMS) front lo qoswusfg. réplicas de relógios de grifewer control arms, tension rods, Hicas eliminator bars, solid mounts

Photo 17/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Aero: Seibon carbon hood; Mines canards, front shroud; Nismo lip spoiler, door trim; V-Spec carbon rear diffuser; C-West wing

Brakes: Brembo Gran Turismo two-piece rotors with four-piston calipers; Performance Friction pads

Wheels: 18x10.5 Volk Racing CE28

Tires: 275/35-18 Continental Extreme Contact DW

Vehicle History: I fell in love with the Skyline for the first time while helping A’PEXi out with their Apex V-Max R-33 drag car, which broke the world import record back at the first Battle of the Imports. I knew then that if given the chance, I would own one someday. While touring in Japan many years later, playing golf professionally on tour, I purchased my GT-R and had Motorex bring it over. It was completely stock and a pure virgin. After bashing on it on a daily basis while going to the golf courses, Costco, and street races, it finally developed some rod knock (my fault). I sat down with Eric Hsu, then from XS-Engineering, to figure out my options. We decided to keep it a “true” street car: reliable, daily driven, comfortable, good power for the street, wide powerband, and low-key (for a GT-R). Soon after, the car was campaigned in numerous events including the USCC, American Touge Challenge and Car versus Bike, all the while keeping the real street-ability and low-keyness. This car has never been changed or altered since the rebuild after the rod knock. It truly is a reliable, daily driven, comfortable, good power for the street, wide powerband, and lo-key (for a GT-R) vehicle; and it is everything I thought it would and could be when I first witnessed the A’PEXi V-Max R-33 breaking the world record, many years ago.

Fontana Nissan/

2009 Nissan R35 GT-R

Photo 18/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Best Lap: DNF

Photo 19/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Five-Lap Battle: DNF

Owner: Mike Cronin Jr.

Driver: Mike Cronin Jr.

Output: 620 hp/600 lb-ft

Engine: Synapse BOV, intake, intercooler piping kit; Titek race mid-pipe, 90mm Ti exhaust; Cobb Accessport tuned by Jon Drenas of Cobb Tuning SoCal

Drivetrain: stock

Suspension: JRZ three-way adjustable coilovers; Whiteline sway bars

Aero: Aeromotions R2 Static wing; Stillen side skirts, front lip

Photo 20/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Brakes: Fontana Nissan Racing slotted rotors; Endless race brake pads

Wheels: 18x11 (front) 18x12 (rear) CCW

Tires: 295/35-18 Continental Extreme Contact DW

Vehicle History: The Fontana Nissan R35 GT-R was purchased by our company to primarily showcase the products we sell here in-house at . We’ve managed to campaign the vehicle at numerous track events with great success. Over the years, we have learned that the R35 is one of the best all-around vehicles that offer performance both on and off the track.

Photo 21/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Kontrabrands/Evasive Motorsports

2006 Mitsubishi EVO IX SE

Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Best Lap: 1:58.891

Five-Lap Battle: DNF

Photo 22/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Owner: Philip Chase

Driver: Michael Chang

Output: 390 hp/329 lb-ft

Engine: AMS 750R V-band turbo kit, intake kit; Cosworth big-bore cylinder head, 272 cams, head gasket/studs; XS Engineering FMIC; M1 Fabrication custom charge pipes; Koyo radiator; Okada Projects Plasma Direct Ignition Coils; Injector Clinic 1,100cc High Z injectors; Tomei Powered fuel rail, fuel pressure regulator, oil pan baffle, oil thermostat; Fujitsubo Super Ti exhaust; HKS V-Pro/ AFK tuned by Kuroyama Tuning

Drivetrain: Carbonetic Carbon LSD, triple plate clutch; T-Assist tuned ACD controller

Suspension: TEIN Super Racing coilovers, dual EDFC; SuperPro polyurethane bushings; Evasive Motorsports track alignment

Aero: Voltex front bumper, widebody kit, Type-3 carbon wing; C-West hood

Photo 23/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Brakes: Performance Friction two-piece front rotors, 01 compound pads; AMS brake cooling kit

Wheels: 18x10.5 Volk RE30 + 18 offset

Tires: 275/35-18 Continental Extreme Contact DW

Vehicle History: I bought the car new in early ’07 with the intention of adding coilovers, wheels, and a few bolt-ons. A couple of weeks after purchasing the car, the filters in my brain shut off and I built my ultimate street car in a matter of months. The major difference between then and now is the turbo setup, which was making close to 360 whp. A month before the shootout I decided a little more power was needed (plus I wanted more potential) so I installed an AMS 750R V-band turbo kit, HKS V-Pro ECU tuned by Kuroyama Tuning, Injector Clinic 1,100cc injectors, and a new Koyo radiator setup. Things came down to the wire as we finished the car the night before the competition. The new turbo setup was dyno tuned on low boost a week prior but never tested on track until the morning of the shootout. Big thanks to Jon Kuroyama for the perfect engine tune, which makes about 400 whp and more importantly, ultrasmooth throughout the powerband.

Photo 24/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Road Race Engineering/ Robispec

2005 Mitsubishi EVO VIII RS

Photo 25/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Best Lap: DNF

Five-Lap Battle: 2:01.642

Photo 26/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Owner: Ben Denkers

Driver: Matt Dennison

Output: 637hp/588 lb-ft

Engine: Buschur Racing 2.3 rpm Stage 3 short-block, Stage-1 cylinder head, BR spec10.0:1 pistons, FMIC, baffled oil pan pickup, catback exhaust double pumper fuel system, two-piece aluminum driveshaft; BorgWarner EFR 7670; Full-Race twin scroll long tube exhaust manifold, downpipe; RC Engineering 1,600cc injectors; Tial MVR 44mm (dual) wastegates, BOV; Extrude Honed JDM EVO VII; mil-spec throttle body; Manley 100mm Billet steel crankshaft; HKS 280 camshafts; PWR 57mm radiator; Non CDI Sparktech ignition; AEM Series 1 EMS tuned by Road Race Engineering

Drivetrain: Tilton twin cerametallic clutch; Sheptrans custom transmission (EVO VIII First-Fourth gears/EVO IX Fifth); Robispec custom rear differential, M200 gun-drilled axles

Suspension: Robispec tuned KW Group N 3-Way Tarmac Dampers, hard bearing kit, chromoly trailing arms, anti-lift kit, roll center/camber adjuster; Hypercoil springs (90 lb/in, 100 lb/in); ceramic wheel bearings

Aero: C-West front bumper with Voltex canards; Robispec 3D splitter; AIT wide front fenders; APR rear diffuser, mirrors; DHP Composites spoiler

Photo 27/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Brakes: 325mm two-piece rotors (front), factory (rear); Essex CL8/ CL6 pads; Brake Man stainless-steel lines

Wheels: 18x10 Enkei RPF1 18x10 + 38 offset

Tires: 295/35-18 Continental Extreme Contact DW

Vehicle History: I purchased my ’05 Evolution RS in April of 2011 from Robi of Robispec. This car was destined to become my track car from day one. The first addition was a Buschur Racing 2.0, which was eventually replaced with a Buschur Racing 2.3 RPM after a track day failure. While prepping for the AWD Shootout, we had another motor failure due to an oil pump sizing. Three weeks before the event, I towed the car 2,600 miles to Buschur Racing. With the help of Ben Siu and David Buschur, I had a new motor machined and installed within five days. The week before the event, we shook the car at Streets of Willow only to have our turbo fail. Geoff from Full-Race stepped up and gave us his personal BorgWarner EFR Turbo off his car. At this point, finding an EFR turbo was about as easy as finding a leprechaun. Thanks to Geoff’s generosity, Matt Dennison from Road Race Engineering and I drove all night a day before the event to pick up the turbo from Full-race in Arizona. The Road Race Engineering team worked effortlessly to reassemble the car, once we returned.

Photo 28/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Hsu Racing

1998 Mitsubishi EVO VI GSR

Photo 29/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Best Lap: DNF

Five-Lap Battle: DNF

Photo 30/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Owner: John Hsu

Driver: John Hsu

Output: 640 hp/540 lb-ft

Engine: GSR CNC machined head, cams, short-block; WPC treated; COMP 67mm turbo, EMS Power FMIC, Boost Logic 4-inch exhaust, exhaust manifold; Haltech ECU; Okada Ignition system; E85 conversion; tuned by Sky of Hsu Racing

Drivetrain: Dogbox; Carbonetic front/rear diffs, triple plate carbon clutch

Suspension: Robispec tuned KW coilovers

Brakes: Performance Friction brake kit

Wheels: EVO X MR BBS

Photo 31/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Tires: 265/35-18 Continental Extreme Contact DW

Vehicle History: Some might call it fate, but a year ago while browsing though random magazines, I came across a ’98 EVO IV GSR in a local AutoTrader. I immediately purchased the car but left it untouched as it remained in a dormant state until a few weeks before the AWD Shootout. With little time to waste, I jumped into action with my crew to begin modifying the car using parts from my EVO IX as a donor vehicle to make the event. Preparations came down to the wire, but we banded together to make the event—just in time to make the first practice session for the AWD Shootout. I managed to drive the EVO at Buttonwillow Raceway the day before the event for a quick shakedown. The car handled well, and we were confident it was fast enough to be competitive.

Photo 32/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Gates 311RS

2009 Mitsubishi EVO X GSR

Photo 33/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Best Lap: 2:00.485

Five-Lap Battle: 10:15.00

Photo 34/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Owner: Ryan Gates

Driver: Ryan Gates

Output: 350 whp/350 lb-ft

Engine: AMS Performance intake, intercooler hard pipe kit, FMIC, downpipe, high flow-cat pipe, exhaust, tuned by AMS Performance

Drivetrain: stock

Suspension: JRZ RS1 coilovers, solid top mounts, Evasive Motorsports track alignment

Aero: JDP front lip; Voltex carbon-fiber rear wing

Photo 35/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Brakes: Girodisc two-piece rotors, 311RS pads, Ti pad heat shields, stainless brake lines

Wheels: 18x10.5 Volk CE28 +18 offset

Tires: 265/35-18 Continental Extreme Contact DW

Vehicle History: The 311RS is the product of everything we’ve developed, tested, and proven over the past three seasons with the Gates311 EVO X. The car is equipped with AMS bolt-ons producing 350 whp and 350 torque and tuned for maximum enjoyment under any driving condition. Building a car is about balance, so there was more invested into the 311RS than just power alone. We installed a JRZ RS1 suspension to improve handling and upgraded the OEM braking components with a slew of Girodisc components, which provided relentless braking force.

Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Team Crawford

2004 Subaru STI

Photo 36/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Best Lap: 2:01.721

Five-Lap Battle: 11:55.027

Photo 37/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Owner: Scott Crawford

Driver: Scott Crawford

Output: 450 hp/425 lb-ft

Engine: Crawford 2.8L long-block, CP35R twin scroll turbo kit; Garrett GT37R; E85 fuel system upgrade, turbo-back exhaust, air/oil separator, water tank; K&N intake; Deatschwerks 1,000cc injectors; Motul 300V oil; Ecutek ECU tuned by I-Speed Tuning

Drivetrain: Cusco 1.5-way diff (front/rear); Rocket Rally center diff controller; Motul Gear 300LS transmission/diff oil

Suspension: Tein Super Racing coilovers, EDFC controller; Whiteline sway bars

Aero: C-West front bumper with Voltex canards; Robispec 3D splitter; AIT wide front fenders; APR rear diffuser, mirrors; DHP Composites spoiler

Photo 38/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Brakes: Brembo Gran Tourismo two-piece rotors with four-piston calipers

Wheels: 18x10 Enkei RPF1 18x10 + 38 offset

Tires: 295/35-18 Continental Extreme Contact DW

Vehicle History: In 2008 my life totally changed when I had an opportunity to testdrive the ’06 500hp STI Crawford Performance race car for the first time. I immediately fell in love with the car and decided to purchase a ’04 STI. Being the perfectionist that I am, I immediately went to the drawing board to make the car even better. In the end it proved to be challenging but was more than up to the task. The first order of business was to place the car on a diet. A carbon hood, doors, roof, and trunk . . . basically anything with weight or OEM was removed or replaced including hoses, bushings, and bolts. With William Knose of Crawford Performance in charge of tuning and a dry carbon diet regiment to the car, we began campaigning the car at multiple track events with much success.

Renner Motorsport

1998 Subaru RS

Photo 39/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Best Lap: DNF

Five-Lap Battle: DNF

Photo 40/47   |   Mitsubishi EVO vs. Subaru STI vs. Nissan GT-R - AWD Shootout Owner: Ivo Mitkov

Driver: Ivo Mitkov

Output: 500 hp/482 lb-ft

Engine: Garret GTX3076R; Renner Motorsport Custom Rotated Kit with External Turbosmart wastegate, custom 2.5-inch up-pipe/exhaust, custom intake with 3.5-inch MAF housing, 4-Bar MAP sensor, 2.5L motor; Mahle pistons; Cosworth big-bore cylinder heads with oversized +1mm valves, valvesprings/retainers, cams, TGV deletes, rods, bearings, high-volume 12mm oil pump; Tomei Powered equal-length header; Deatschwerks 950cc injectors, DW + 300-lph fuel pump; Aquamist HFS-6 methanol injection kit.

Suspension: Stance coilovers 3-way adjustable (custom race Spec), race camber plates; Whiteline sway bars, anti-lift/bushing kit; Renner Motorsport custom strut tower bars

Aero: Aerosim WRC widebody kit, WRC wing, and carbon roof

Photo 41/47   |   Mitsubishi EVO vs.
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Rolex réplica uk Dodge Daytona From Wikipedia, the free encyclopedia Jump to: navigation , search This article is about the 1980s and 1990s hatchbacks. For the B-body and LX-platform variants, see Dodge Charger Daytona . For the truck variant, see Dodge Ram Daytona . "Chrysler Laser" redirects here. For the unrelated Plymouth vehicle based on the Mitsubishi Eclipse , see Plymouth Laser . Dodge Daytona 1991 Dodge Daytona C/S Overview Manufacturer Dodge ( Chrysler ) Production 1984–1993 Assembly St. Louis, Missouri , United States Sterling Heights, Michigan , United States Body and chassis Class Compact Body style 3-door hatchback Layout Transverse front-engine, front-wheel drive Platform G-body Related Chrysler Laser Chrysler Daytona Chrysler GS Powertrain Engine 2.2 L K I4 2.2 L Turbo I I4 2.2 L Turbo II I4 2.2 L Turbo III I4 2.5 L K I4 2.5 L Turbo I I4 3.0 L Mitsubishi 6G72 V6 Transmission 5-speed manual 3-speed automatic 4-speed automatic Dimensions Wheelbase 1987–89: 97.0 in (2,464 mm) 1990–93: 97.2 in (2,469 mm) Length 1987–1991: 179.2 in (4,552 mm) 1990–93 ES & IROC: 179.8 in (4,567 mm) 1992–93 Base: 179.0 in (4,547 mm) Width 69.3 in (1,760 mm) Height 1987–89: 50.1 in (1,273 mm) 1990–93: 50.3 in (1,278 mm) 1990–91 IROC & 1992–93 IROC R/T: 50.6 in (1,285 mm) 1992–93 IROC: 50.4 in (1,280 mm) Chronology Predecessor Dodge Challenger Dodge/Chrysler Conquest Successor Dodge Avenger Plymouth Laser (for Laser name) Chrysler LeBaron (as a Chrysler coupe)

The Dodge Daytona is an automobile which was produced by Dodge from 1984 to 1993. It was a front-wheel drive hatchback based on the Chrysler G platform , which was derived from the Chrysler K platform . The Chrysler Laser was an upscale rebadged version of the Daytona. The Daytona was restyled for 1987, and again for 1992. It replaced the Mitsubishi Galant-based Challenger , and slotted between the Charger and the Conquest . The Daytona was replaced by the 1995 Dodge Avenger , which was built by Mitsubishi Motors . The Daytona derives its name mainly from the Dodge Charger Daytona , which itself was named after the Daytona 500 race in Daytona Beach, Florida .

Contents 1 History 1.1 Chrysler Laser 1.2 Production numbers 1.3 1984 1.4 1985 1.5 1986 1.6 1987–1988 1.6.1 Decepzione 1.7 1989–1991 1.8 1992–1993 2 References 3 External links

History [ edit ]

The Daytona originally used the 2.2 L Chrysler K engine in normally aspirated (93 hp) or turbocharged (142 hp) form. The 100 hp 2.5 L K engine was added for 1986. In 1985, the 2.2 L Turbo I engine's horsepower was increased to 146 hp (109 kW). The 1984 Daytona was available in three trim lines: standard, Turbo and Turbo Z. Total production was 49,347. The Daytona Turbo was on Car and Driver magazine's Ten Best list for 1984. Both the Daytona and Chrysler Laser were available with the Chrysler Electronic Voice Alert system through 1987. A performance oriented " Shelby " version of the Daytona was introduced in 1987.

Chrysler Laser [ edit ] 1985 Chrysler Laser XE

The Chrysler Laser was billed as the Chrysler brand's first sports car. The Laser was a virtual clone of the Dodge Daytona, but came only in the upscale trim version. It was produced from 1984 to 1986. The Laser emphasized European luxury, and was intended to be an "executive personal luxury coupe." The Laser was sleek, low-slung, and aerodynamic, with a drag coefficient of only .35. The car had a large rear hatchback, with a rear deck-lid spoiler. The 1984 Laser was available in two trim lines: standard and XE. In mid-1985, the XT trim was added as the top-of-the-line version. The standard, XE and XT trim lines would continue until the Laser’s demise in mid-1986. After 1986, the Daytona was exported to Canada as the Chrysler Daytona, officially ending Canadian Daytona sales under the Dodge marque. The turbo version of the Laser could be recognized by its use of black hood louvers. The 2.2 L Turbo I engine was available as standard equipment in the XE and XT trim lines and optional on the standard model. The Laser was replaced by the Mitsubishi built Chrysler Conquest , a rear-wheel-drive vehicle which competed directly against the Toyota Celica Supra . The Laser name was silently terminated after the first half of 1986 model year, then resurrected for the 1989/1990 model year as the Plymouth Laser , built by Diamond Star Motors , a joint venture between Chrysler and Mitsubishi . The rebranded Laser shared its body and chassis with the Eagle Talon and Mitsubishi Eclipse .

In 1987, the Chrysler LeBaron was restyled as a more proper sports car, removing Chrysler's need for the Laser. However, the Laser’s luxury performance image would be carried over into the 1987 Dodge Daytona Pacifica as well as the Lancer Pacifica and other Dodge vehicles styled by Chrysler's Pacifica Studios .

The Laser was specified to have an estimated 22 mpg ‑US (11 L/100 km; 26 mpg ‑imp ) city/35 mpg ‑US (6.7 L/100 km; 42 mpg ‑imp ) highway fuel mileage. Chrysler offered a 5-year or 50,000-mile (80,000 km) warranty, or a Protection Plan with outer body rust-through protection, based on United States Automobile Club tests. Mark Cross leather seats and a six-way power options were available as options.

Notable features of the Chrysler Laser XE:

A dashboard with digital readouts for the speedometer, tachometer, odometer, temperature, oil pressure, voltage, and fuel. An electronic monitoring system, situated near the top of the center console. This monitoring system checked 22 separate functions on the car, such as an open door, low fuel, or a blown taillight, and would give a digital readout of the situation, along with an audio message made by a synthesized voice . An electronic navigator, which would give information on mileage, miles traveled, distance to destination, and elapsed driving time. Production numbers [ edit ] 1984 - 59,858 (Laser- 33,976/Laser XE- 25,882) 1985 - 50,866 (Laser- 29,221/Laser XE- 18,193/Laser XT- 3,452) 1986 - 36,672 (Laser- 14,134/Laser XE- 15,549/Laser XT- 6,989) 1984 [ edit ]

The Daytona debuted with a 142 hp Turbo I motor. Many Turbo Z models were produced and more luxurious than other years because of the Mark Cross leather interiors, light up speakers, and rear amp switches. These options were dropped after 1984.

1985 [ edit ]

Changes were minimal for the Daytona's second year of production. The Turbo Z model was no longer listed as a package but was now a model in its own right. The wrap-around spoiler, formerly exclusive to the Turbo Z model, was now offered on all three models. But the biggest change was under the hood: the 2.2 Turbo was given 4 more hp to 146 hp (109 kW), and a new shift linkage was added. Optional "Swiss cheese" wheels were replaced with new optional "Pizza" wheels. All wheels now had five lug nuts (instead of four) Total production was 47,519.

1986 [ edit ] 1986 Daytona Turbo Z CS (Carroll Shelby [1] ) with T roof

There were changes for the 1986 Daytona. The middle "Turbo" model was dropped, leaving only two models: Base and Turbo Z. Engine changes were also made: A new 2.5 L 100 hp (75 kW) 4-cylinder engine was added for the base model. A new t-roof package was added to the option list, but just 5,984 Daytona owners chose this option. The biggest addition was the optional C/S ( Carroll Shelby ) suspension package available only as an option on the Turbo Z. This consisted of 32 mm (1.3 in) front and 28 mm (1.1 in) rear anti-sway bars, performance tuned struts, and 225/50VR15 Goodyear Eagle Gatorback tires. This package would foreshadow the Daytona Shelbys of 1987 and beyond. Only 7,704 owners added this handling package to their Daytonas. Total production this year would be 44,366.

1987–1988 [ edit ] 1987–1991 Dodge Daytona 1987 Dodge Daytona Shelby z

In 1987, the Daytona was restyled externally, and featured pop-up headlights. New in 1987 was a Shelby Z trim level with an available Chrysler developed Turbo II (174 hp (130 kW) - 200 lb·ft (271 N·m)) intercooled version of the 2.2 L Chrysler K engine , as well as a heavy-duty A555 transaxle with Getrag gears. The Shelby Z also featured numerous suspension upgrades, including a larger diameter front sway bar, front and rear disc brakes. This version was sold in Europe under the name Chrysler GS Turbo II. A more luxury-oriented Pacifica trim line was also added to replace the Chrysler Laser, which was dropped by mid-year 1986. Among the standard and optional equipment: leather interior, an 8 way power enthusiast drivers seat (with mechanical Thigh/Lumbar controls), digital dash, 12 button navigator (with instant fuel ratings as well as trip averages and estimated travel times), among several other features. In 1988, the C/S package was revived. However, this time the C/S was only available on the base model Daytona. In order to reduce weight and produce a lighter Daytona, the C/S came without the ground effects and other elegant features that were featured on the Shelby. The AGB model C/S featured a turbo I 2.2-liter engine, which was available in both automatic and manual transmissions.

Decepzione [ edit ]

Following the Chrysler takeover of Lamborghini , product programs general manager Jack Stavana introduced a program to fit a Lamborghini Jalpa V8 into a Daytona. The motor was linked to an all-wheel drive (AWD) system designed by Lotus Cars, UK , and the car was called the Decepzione. Despite its performance and media buzz generated by articles in Car and Driver magazine, the project was discontinued because of the engine's oil pan having just 1.5 inches (38.1 mm) of ground clearance, necessitated by the comparatively tall engine block.

1989–1991 [ edit ]

Silver being the rarest with only 258 being made followed by black. 1989 saw the introduction of the ES model offered with silver contrasting ground affects, along "snowflake" patterned rim design. The 2.2 Turbo I was replaced with the 2.5 Turbo I, rated at 150 hp and 170 ft. lbs. of torque. ES was offered as an appearance package/equipment group on base models in order to attract the "average" Daytona buyer’s eye without a major price hike. Also introduced in 1989 was the AGS C/S Competition model, which was featured along with the regular AGB model. This new model of C/S featured an intercooled 2.2 turbo II engine, along with many other features that were also on the Shelby. However, this model was only available with a manual transmission. The AGS C/S package would remain in availability until 1991. The AGB C/S Performance model had the 2.5 non-intercooled turbo I engine available with 5 speed manual or 3 speed automatic. Driver side airbag was standard.

In 1990, all Daytonas received an interior restyling, featuring a more modern-feeling cockpit style wraparound dashboard. Also in 1990, a Variable Nozzle Turbocharger ( VNT Turbo IV ) borrowed from Shelby's 1989 vnt csx, was offered in the Shelby model producing the same 174 hp (130 kW) as the Turbo II but, it eliminated turbo lag and improved driveability. Also for 1990 a 3.0 L SOHC V6 from Mitsubishi was made available, as well as a redesigned interior similar to that of the Chrysler LeBaron coupe and convertible. In addition, 1990 saw the introduction of a standard driver's side airbag to the Daytona. This was in keeping with Chrysler's decision to offer a driver's side airbags across most models. In 1991, the 2.2 liter turbo was dropped in favor of the new 2.5L "High Torque Turbo." Although sporting a lesser 152 hp, this power-plant offered 210 ft. lbs. of torque, exceeding that of the Turbo II. Also new was the addition of an IROC model with either the 3.0 v6 or the turbocharged 2.5 L engine. Visually, Iroc models differed from lesser models, having a ground effects kit and alloy wheels, among other differences. The Iroc Decals where added in halfway through 1991 even though all Shelby Daytona's from 1991 where considered to be an "IROC", which could be revealed if one looked up their VIN # online. There are no difference between a 91 Shelby and Iroc besides the decals and the J in the vin sequence. On 1991 model Daytona Shelbys the vin had the sequence `G74J` and the Iroc's had the sequence G743. Over the years people have added the wrong shelby or iroc decals to their cars, one way to correct this is to check the vin sequence to determine what model it is.

1992–1993 [ edit ] Dodge Daytona

Production was moved from the St. Louis, Missouri plant to the Sterling Heights, Michigan plant. This second Daytona restyling replaced the pop-up headlights with flush-mounted rounded ones, along with a new grille and rear fascia. Window surround moldings on the doors were also new, and rounder than the sharper angles of moldings on the 1984 to 1991 models. The new model also displayed the new Dodge ram's head emblem on the hood and below the read light. While 6-cylinder power became an option on lower end models, the 3.0 L Mitsubishi V6 was the standard engine on IROC models. Optional on the 1992 IROC was the 2.5l "High Torque" Turbo, available as a very rare option (less than 230 produced). Also available on IROC was the new 'R/T' performance package, which featured a 224 hp (167 kW) Turbo III version of the 2.2 L 4-cylinder, but with a Lotus designed DOHC cylinder head and direct ignition system instead of a distributor-type ignition system. Although the Shelby trim was discontinued in 1991 (due to the end of Shelby's involvement with Chrysler), a small number of 1992 Daytona IROC's were produced bearing the Shelby name. These IROCs featured "Shelby" decals, and were all 2.5 Turbo cars, as they featured the Shelby Performance Package sales code. These rare Shelby versions were mainly "Chrysler" branded Daytonas, and were part of an early run of IROCs. These were the last production vehicles produced by Chrysler Corp to bear the Shelby name. Production of the Daytona ended in February 1993 without an immediate replacement. [2] The 1995 Dodge Avenger eventually took the Daytona's place. Today the Dodge Daytona, along with many other turbocharged Chrysler vehicles, has developed a sort of cult following, remaining popular among its own group of followers because of its durable engine, which can be easily modified to put out large quantities of power at relatively low cost and ease.

References [ edit ] ^ "Dodge Daytona C/S packages" .   ^ Anderson, Donn, ed. (April 1993). "Newsline". New Zealand Car . Auckland, New Zealand: Accent Publishing Cnr. 7 (6): 16. ISSN   0113-0196 .   External links [ edit ] Wikimedia Commons has media related to Dodge Daytona . Wikimedia Commons has media related to Chrysler Laser . TurboMopar Discussion Forum Daytona/Laser page What's It Like To Drive - Describes a test between two Dodge Daytonas, one FWD and one RWD - Daytona Road Test pdf v t e Dodge Current production Cars Attitude Challenger Charger LX Dart PF Forza Neon Viper Vision Vans / SUVs Durango Grand Caravan Journey Trucks ( Ram ) Ram 750 Ram 1500/2500/3500 Ram Chassis Cab / Ram Heavy Duty Chassis Cab Discontinued Cars 024 330 400 440 600 880 1500 1800 Alpine Aries Arrow Aspen Attitude Atos Avenger Brisa Caliber Challenger Charger (B-body) Charger (L-body) Charger Daytona Colt Colt Vista Conquest Coronet Crusader Custom Custom 880 Custom Royal Custom Royal Lancer D-500 Dart Daytona Deluxe Demon Diplomat Dynasty Fast Four i10 Intrepid Kingsway La Femme Lancer Lancer Celeste Magnum Matador Mayfair Meadowbrook Mirada Model DU Monaco Neon Neon SRT-4 Omni Phoenix Polara Regal Lancer Regent Royal Royal Lancer Savoy SE Shadow Sierra Silver Challenger Spirit St. Regis Stealth Stratus Suburban Super Bee SX 2.0 Trazo Verna Viscount Wayfarer Vans / SUVs 1000 Caravan JC Mini Ram Van Nitro Raider Ramcharger Ram Van / Ram Wagon / Sportsman / Tradesman / B-series van Sprinter Town Panel Town Wagon Wrangler TJ Trucks 50 series 100 series 300 series 500 series 1000 A100 B Series C Series D Series D-50 Dakota H-100 Husky L Series LCF Series M Series P Series PD Series Power Wagon Rampage Ram 50 Route Van VC series VF series WC series Corporate John Francis Dodge Horace Elgin Dodge Ram Truck Division List of Chrysler factories A division of FCA US LLC Category:Dodge vehicles v t e « previous — Dodge road car timeline, international market, 1980s–present Type 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 Subcompact Omni Atos Atos 024 Charger Brisa Brisa i10 Vision Challenger Verna Attitude Attitude Attitude Colt Colt Colt Colt Forza Arrow Celeste Compact Colt Polara 1500 Dart Magnum Dart K Shadow Neon Neon Caliber Dart Neon Aspen Aries 2000GTX SX 2.0 Trazo SuperBee Magnum Magnum SRT-4 Mid-size Alpine Lancer 400 Dart E Dart 600 Spirit GTS Mirada Dynasty Stratus Stratus Avenger Diplomat Avenger Full-size St. Regis Monaco Intrepid Intrepid Magnum Charger Charger Sports Stealth Daytona SRT-10 Challenger Conquest Viper Viper Viper Viper Viper Canadian Market Mexican Market United States Market Australian Market Chinese Market v t e « previous — Dodge road car timeline, United States market, 1980s–present Type 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 Subcompact Colt Colt Colt Colt Colt Vista Omni Omni 024 Charger Compact Colt 400 Shadow Neon Neon Caliber Dart Aspen Aries Mid-size Lancer Mirada 600 Spirit Dynasty Stratus Stratus (Sedan) Avenger Diplomat Full-size St. Regis Monaco Intrepid Intrepid Charger Charger Magnum Sport compact GLHS CSX SRT-4 Daytona Avenger Stratus (Coupé) Sports Challenger Conquest Stealth Challenger Supercar Viper Viper Viper Viper Viper Canadian timeline Mexican timeline International timeline Australian timeline Chinese timeline v t e « previous — Dodge road car timeline, Canadian market, 1980s–present Type 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 Subcompact Omni Omni 024 Colt Colt Colt Colt Challenger Arrow Charger Compact Aspen Aries 2000GTX SRT-4 Dart 400 Daytona Shadow Neon SX 2.0 Caliber Mid-size Lancer Avenger Mirada 600 Spirit Stratus Avenger Diplomat Full-size St. Regis Magnum Charger Charger Sports Stealth Challenger Viper Viper Viper Viper American timeline Mexican timeline International timeline Australian timeline Chinese timeline v t e « previous — Chrysler car timeline, 1970–present Type 1970s 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 Subcompact Sunbeam Ypsilon Valiant Lancer Lancer Scorpion Horizon Compact Valiant Volare Avenger LeBaron PT Cruiser Delta Valiant Galant Galant Town & Country Town & Country ES / Shadow Neon Neon Mid-size 150 / Alpine LeBaron / Phantom (2-dr) Sebring (2-dr) Sebring (2-dr) Centura LeBaron conv. Sebring conv. Sebring conv. Sebring conv. 200 conv. 160 / 180 E-Class LeBaron GTS LeBaron (4-dr) Cirrus Sebring (4-dr) Sebring (4-dr) 200 (4-dr) 200 (4-dr) 2-Litre Fifth Avenue Spirit Stratus Stratus LeBaron New Yorker Saratoga / Spirit Hunter GTS / Lancer Sigma Dynasty Full-size Newport Newport New Yorker Concorde Concorde 300 300 New Yorker New Yorker New Yorker Fifth Avenue New Yorker 300M Town & Country Imperial LHS LHS 300 Regal Regal Intrepid Intrepid VIP Chrysler Chrysler Chrysler Vision Valiant Valiant Valiant Valiant Valiant Valiant 383 Sports Laser Conquest Prowler Crossfire Daytona Viper Muscle car Valiant Charger Charger Crossover Pacifica SUV Aspen Minivan TEVan Voyager Voyager Voyager Voyager Grand Voyager Grand Voyager Town & Country Town & Country Town & Country Town & Country Town & Country Pacifica Limousine Executive Personal luxury Cordoba Hurst 300 300 Imperial Coupe utility Drifter GT TC Notes Vehicles are available only in Europe Vehicles are available only in Australia Vehicles are available only in Africa Vehicles are available only in North America outside US Vehicles are available only in UK and Ireland Vehicles are available as Chrysler only outside US, as Dodge or Plymouth inside US. 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