RKM Motorsport: RKM EvoX

RKM Motorsport: RKM EvoX

Based on: 2007 Mitsubishi Lancer Evolution X GSR P.P.
Obtained: New Car Dealer

Drivetrain: AWD
Horsepower: 541 BHP (@218.2 miles)
Torque:---- 447 ft-lb
Weight:---- 1247 kg

PARTS
GT Auto
Oil Change
Enkei JS+M wheels
Front Aero Type A
Rear Aero Type A
Rear Wing Type A
Engine Overhaul (where applicable)

Tuning Shop
Weight Reduction Stage 3
Lightweight Windows
Carbon Fiber Hood (Body Color)
Engine Tuning Stage 3
ECU Tuning
Sports Intake Manifold
Racing Air Filter
Titanium Racing Exhaust
Sports Header
Sports Catalytic Converter
High-RPM Turbo Kit
Semi-Racing Flywheel
Semi-Racing Clutch
Carbon Driveshaft
Adjustable Center Differential
FC Suspension
Sports Soft OR Racing Soft tires

SETUP

Body/Chassis
Aerodynamics
Downforce: 0/11

Transmission
Transmission
1st:-- 3.102
2nd:-- 2.052
3rd:-- 1.483
4th:-- 1.125
5th:-- 0.896
6th:-- 0.749
7th:-- x.xxx
Final: 4.062
Max Speed: 211

Drivetrain
Differential:
F/R Bias: 50/50
AYC Controller:
AYC Strength: 70

Suspension
Suspension
Ride Height: -25/-20
Spring Rate: 14.8/4.5
Extension:-- 7/9
Compression: 5/6
Anti-Roll:-- 5/6
Camber:----- 2.5/3.0
Toe:-------- 0.10/-0.25

Brakes
Brake Balance Controller
Brake Balance: 7/10

Intended Driving Options
Transmission: Manual (MT)
ABS: 1
Everything else: OFF

Tuner Comments:
So we got this EvoX dropped off by a customer for tuning purposes. We figured the modified settings versus stock were the result of fettling by said customer and thought little of it, same for the clutch-type differentials. Then we noticed the car was being shown in the “customer cars” section of another tuning company's website. 

The car was feeling a bit sad for itself when we got it, having lost the only thing that gives an Evo an advantage; the active yaw control rear differential, and running an unoptimized suspension setup. The car was originally set up on the customer supplied soft-compound slicks but we noticed it didn't really need them so we slapped on road-legal soft-compound semi-slicks and finished the tweaks. We were then told we could do whatever we wanted with the appearance of the vehicle, so it got a fresh coat of Ford Oxford White paint and a set of Enkei JS+M wheels sprayed with Alfa Romeo Bianco Spino to call it done.

The Evo X was quite a highly anticipated car in the automotive world. It is very popular with tuners and has a history of being exception right out of the box. Driving it around in GT5 is the same. In stock form it is fast, capable and easy to use. It suits my "point and shoot" style very nicely; get it into the corner entry and mash the throttle out the exit. The car is stable the whole way but does understeer quite a bit. One of the things I liked about it was that if you got off the throttle, the nose would tuck into the corner. This let me come off the brakes a little sooner onto the throttle through the apex and out the other side nice and quick. Speaking of the brakes, they are nicely balanced for my style. The whole package is very nice and it is incredibly easy to turn out a nice lap. My quickest around GVS after 5 laps was 2'14.563" which is a little faster than I figured it would be going into the test.

Adding on the requested parts puts it in a pretty good place. It runs much faster and the handling is slightly better. It will still nose tuck on lift off and the understeer is less noticeable but still hanging around. I would say it has retained the stock feel and ease but at a faster clip. My biggest complaint at this point is that the braking is much less effective. The stock balance does not work here very well. At these new speeds it will need some adjustment. The parts modded Evo turned in a fast lap of 1'59.749" joining only the NSX-R and Stradista in the sub-two minute club.

With a little more than half a second gap will the Evo be able to take down the NSX-R at the top of the leaderboard? Well, perhaps. The first thing you notice about this car is that is it very active. It responds to steering input as if it is plugged into your brain in some kind of "Ghost in the Shell" futuristic-man-machine-hybrid kind of way. It goes and hunts down the apex and puts rubber right on it and, in fact, seemingly anywhere it wants. This makes entry almost too easy, but it is a temporary reprieve. Exit is...strange. Getting back on throttle it has a strange lateral weave. It will understeer and then come back in. If I had to guess I would say that is the AYC's doing. I ran a good 20 laps trying to figure it out or use it to my advantage somehow but still it eludes me. Getting on smoother, gradually reduces the effect but it never really went away completely for me. Besides that quirk, the brakes are good but might be better down a click to suit my style. I think there is still time out there but for now it punches in with a 1'59......680". So the NSX-R retains the top spot for the time being.

Lap Times
Grand Valley Speedway: 1'59.680"