In Japan, sometime around the mid ’70s, an idea arose regarding the streamlining of production in the manufacturing industry. This idea soon progressed into a well-known methodology and was quickly adopted by nearly all leading companies, and has since become a standard in a variety of industries. The 5S Methodology, since it was known, centered around five concepts: Seiso, Seiri, Seiketsu and Seitonand Shitsuke. These five Japanese words roughly translate into English as: Shine, Systematize, Standardize and Sort and Self-Discipline. These concepts had become the framework of a system made to increase efficiency, remove unnecessary items, lower impediments, maintain clean workplaces, and create the greatest standard possible. The beauty of this system is that it may be translated over from a manufacturing perspective to just about any other industry; and that is certainly exactly what Tazawa-san at Garage G-Force did with the thought of his twin-charged Evo X.inside the Evolution tuning domain, Garage G-Force has become making a term for itself in the past decade since the number-one Evolution tuning company in Japan. Backed by its owner Naohisa Tazawa, G-Force continues to be involved in a large number of high-end builds throughout all Japan, along with internationally. Tazawa-san has been tuning cars for the better a part of 30 years, until he decided to branch off on his own. Together with the opening of Garage G-Force, he lay outFlash-forward to 2014 and the journey that Tazawa-san had set out to accomplish is nothing short of achieved, and when there is any tangible proof of that, it is held within his latest creation. When we first arrived at G-Force, the car we set out to capture was resting in the driveway ahead of the shop. When we entered, we could feel the resoluteness of the workers weigh on us like they had sensed a disruption in their objectives. The shop was quiet, extremely organized, and the workers displayed a kind of unwavering steadfastness in their expressions and movements-all of which made us increasingly uncomfortable. We were relieved when Tazawa-san appeared from his upstairs office to greet us. We spoke briefly of current events and a bit concerning the shop, after which decided to shoot the car within the garage.
2007 mitsubishi evolution x varis front fender 15
2007 mitsubishi evolution x side mirror 19
2007 mitsubishi evolution x varis carbon GT wing 23
It’s hard to deny the presence this car creates wherever it may be, mostly in part on the catalog of Varis parts that adorn its exterior; the most prominent being the ultralight carbon doors, of which, the rear windows are replaced by carbon in their entirety. Varis had been a main partner in the buildup, and, as a result, a variety of other carbon parts are also scattered about the Varis widebody. Thehood and trunk, rear wing, front aero package, and side strakes all substituted with their carbon counterpart. Each piece flowing to another, transforming the car’s stock body lines to create an all-new, aggressive look akin to that of a purposed time attack car. Aside from looking the part, the diet that Varis position the hefty Evo X on brings its curb weight down to justAs well as Varis, Garage G-Force built this car in conjunction with Sunbeam, who was brought onboard to handle suspension tuning. The custom-valved coilovers are supplied from Spirit by having an increased spring rate of 16k up front and 14k in the rear. Set at an optimal height, allowing the fenders to cradle the 295/35/18 Advan A050’s which are wrapped around the bright red TE37 RT’s. Hidden behind the six red spokes of the RT’s is surely an Endless brake package. The leading six-pot Endless calipers handle the majority of stopping power, while the four-pot rears make up for any residual braking needed. Braking that is very necessary with the incredibly unique powerplant that lies under thea challenging task to discover a modern engine that embodies the spirit of efficiency more than Mitsubishi’s 4B11. The very first ever die-cast aluminum block in the Evo series, a square bore and stroke (86 mm), redesigned intake and exhaust ports to enhance volumetric efficiency, and the incorporation of MIVEC on both the intake and exhaust cams, which all pose a robust improvement across the previous 4G63. With all with that being said, there was still much to be gained with Mitsubishi’s newest offering; and if there is one important thing Tazawa-san knows, it’s steps to make power. In this case though, high-end numbers weren’t the goal, more so than how that power was created. In turn, he began to check out the possibility of twin charging the engine so that you can combat the low torque numbers that most high-power, four-cylinder turbocharged engines are plagued with; the result is as you see here. The revamped engine in the G-Force was rebuilt with Tomei 9.: 1 SR20 pistons mated to Cosworth connecting rods and crankshaft, within the now 2.3L block, effectively enhancing the bore to 87 mm and stroke to 94 mm. Custom Garage G-Force camshafts, made in part by HKS, replace the OEM counterparts in the newly polished and ported head. Supplying many of the power is actually a quite large GT3240 turbine from HKS, actually exactly the same unit which had been on the car before the development of the HKS GTS8550 supercharger. Air is inducted from the Colt Speed carbon intake, while fuel is supplied by way of a custom SARD setup which is fed to custom G-Force/SARD 1,000cc injectors with the HKS ECU. Exhaust is expelled from a G-Force full titanium 90mm exhaust that exits just above the Varis rear diffuser. Twin-charging remains a concept which not many tuners have experimented with. Sure, it’s still few and far between, though it has existed for quite a while. Tazawa-Garage and san G-Force have recently made it a top priority to explore this path of tuning further, and want to advance their efforts from the coming years. If it’s any consolation with their efforts, this Evo X pumps out a cool 750 hp, and also to date carries a best time at Tsukuba of 56.784-undeniably fast.from the Evo further carries the theme of efficiency of your build mainly because it embodies an incredibly minimalistic environment. The driver occupying the single Recaro bucket seat will be treated to an unobstructed view of the Racepak IQ3 data dash and logger unit taking the place of the stock cluster, supplying all the important information while on circuit. Also available towards the driver is the ability to adjust the center differential using a custom bias controller on the Nardi wheel. The entire interior is stripped, leaving an extremely cavernous shell that surrounds the driver inside a Cusco six-point, bolt-in through dash rollcage as he sits comfortably lower in the Recaro Profi bucket seat. It’s safe to say that lightweight is the name from the game here.
There is absolutely no telling where he can advance this concept of twin-charging in the following couple of years if Tazawa-san’s progress up until this aspect has proved to be this successful. If he adapts the same methodology he’s used thus far, we can expect more great things provided by Garage G-Force.