The Mitsubishi Lancer GSR is a car with terrific performance potential. Even out-of-the-box, the 1.8-litre turbo GSR can jump from standstill to 100 km/h in just over 7 seconds. With 141kW on tap from its high revving DOHC, 16-valve, fuel injected intercooled turbo, the 1190kg Mitsu is a perfect small-sized AWD terror. Some would argue, one with more potential than the Subaru Impreza WRX.
After purchasing this 1993 GSR around four years ago, George Hadj could see the car's potential burning bright. Already equipped with an Evo 3 body kit (side and rear skirts, menacing front bar and hi-rise rear wing) as well as a set of Sparco 17-inch alloys, the GSR looked just as tough as the rally-bred Jap-spec Evos; but it was another matter under the hood. Indeed, Mitsubishi had done a wonderful job in minimising the 1.8 GSR's lag and maximising its 'streetable' performance, but George wanted that eye-widening acceleration that comes only with aftermarket tweaking.
As per usual, the GSR's crumby exhaust system was replaced, initially by a HKS item. Supplementing this was a HKS air filter insert and EVC electronic boost controller to work the standard turbo to 1 Bar (14.7 psi). Certainly, with a few more psi and improved intake and exhaust flows, the GSR woke up very well. It was nice and responsive on the street, but - still - George wanted more of a top-end shove.
And don't we all?
George was contemplating what his next move would be, when - by chance - he saw another GSR that was powering into the 11-second bracket. The company behind the car was Melbourne's JPC - who are located fairly close to George. Curious to talk to the creators of the 11-second runner, George toddled down and soon enlisted the guys to install the same sort of gear that had gone into the proven 11-second vehicle.
Interestingly, George's car (and the car that it's based on) retains the services of the standard 1.8-litre motor. Mark from JPC is well aware of the 1.8's tendency to throw con rods and - accordingly - doesn't make any guarantees as to engine durability. Still, with 123,000km behind it and the goods to generate around 360 horsepower, George hasn't had any grief.
Okay, so with standard engine internals, how can the little 1.8 litre go so quick? Well, JPC replaced the existing HKS exhaust with a better-flowing custom 3-inch mandrel bent item and fabricated an aluminium airbox to house the existing HKS washable filter. Not surprisingly, the small and restrictive standard turbocharger was removed and a hybrid T3/T4 went in its place. Capable of generating an immense amount of power - and, therefore exhaust gas flow - it was also necessary to fit a 42mm Turbonetics external wastegate. Mark and the boys at JPC fitted the 'gate atop the standard cast exhaust manifold. Boost pressure is left fairly tame at 1 Bar, with a m-o-n-s-t-e-r front-mount air-to-air intercooler to haul back charge air temps. Mark says George wanted a killer 'cooler - so that's what he got! Note that this unit is bigger than those fitted to JPC's 10-second Holden VL Commodores and required cutting away part of the Evo front bar.
The standard engine management system and injectors were nowhere near capable of performing with such radical bolt-ons. In their place is an Autronic programmable ECU (mapped by JPC), a set of four Bosch 363 injectors (hung off a custom rail) and a Bosch Motorsport pump. This drinks from an in-boot surge tank. The Autronic brain enforces an 8500-rpm cutout. Also scattered throughout the underbonnet view is a HKS sequential blow-off valve, oil cooler, blow-by oil breather and polished mandrel intercooler plumbing.
Unlike the GSR's traditional rival - the Subaru WRX - it's interesting to note that George's grunting Mitsu gets by on the standard gearbox. Despite the fitment of a paddle clutch and heavy-duty pressure plate, there have been no problems with burst gears or shafts at any stage. No need for a woof-woof dog box here! The only change George has made in this department is a C's short shifter.
The GSR's potential to be an astoundingly quick point-to-pointer was realised with the fitment of a comprehensive suspension upgrade: Whiteline lowered springs, Koni adjustable shocks, GAB front strut braces (top and bottom) and Whiteline swaybars. Sprung mass has been slightly reduced by cutting cooling grooves into the factory discs.
With such dramatically improved straight-line and cornering prowess, George had Melbourne's AeroTech tackle the interior with a pair of their fixed-back race-style front seats and a full blue and black re-trim throughout - including the standard rear seat. Added to the highly coloured trim was a Momo wheel, aluminium shifter, white dials, drilled pedals, splashes of silver paint, checker plate foot rests, A'PEXi rev/speed meter, Monster tacho with shift light and a Sony audio system (with no heavy sub woofers).
George is a family man and he made the most of the GSR's passenger car origins by having this custom child booster seat made up. Indeed, you want to keep your young lad laterally supported when you're playing urban Tommi Makinen...
On the outside, there's not much that George has had to do to compliment the as-bought Evo body styling. He has, however, added rally style mud flaps and a bunch of stickers - HKS, GAB, Blitz, Mitsubishi, Evolution R, Pirelli and other such brand-name labels.
Another sticker that may be going is one that reads, For Sale. Yep, George is pretty keen on selling his GSR (which, he says, he's spent around $50,000 on) - so go ahead and make him an offer if you're seriously interested. Just call 0418 998 365 to talk turkey.
Gobble gobble.
Contact:
JPC (Johnston's Performance Centre)
+61 3 9465 2244
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