Evo evolution by C.Datiz

Table Of Contents Letter from the author Beginning of a legacy 10 Generations of excelence Evolution I Evolution II Evolution III Evolution IV Evolution V Evolution VI Evolution VII Evolution VIII Evolution IX Evolution X Vehicle Of champions Man and Beast interview Closing statement/copyright disclaimer

4 5 8 9 11 12 13 15 17 19 21 23 25 27 30 34

Letter from the author My name is Cristian Datiz Mercado, I am a senior graphic designer at Kendall college of Art and Design. The aim of this project is to create a publication from the ground up with our topic of choice. I chose to do a magazine on the history and impact of the Lancer Evolution in the car and motorsport industry. The reason I chose the Evo is because it has always been a car that has sparked interest in me since I first saw it, from videogames like Need For Speed and movies like Fast and the Furious. Since I was a kid that was the car that I always wanted. At the moment I own a 2008 Lancer Es, it was the closest thing I could afford to an Evo as a current college student. Hopefully when im more financially stable I will own one for myself. In the meanwhile I can only spectate and enjoy the cars beauty from afar.

The Beginning of a Legacy In 1973, Mitsubishi released the Lancer. As with most well respected and loved performance cars the Lancer Evolution got its start in racing, rally racing to be specific. Mitsubishi took their Lancer model rally racing and it was successful.

In October 1992, Mitsubishi used the Galant’s drivetrain and everything learned from rally racing and released the Lancer Evolution, Evo I. The Evo I had an available RS model which had no power windows or seats, no anti-lock brakes, no rear windshield wiper, and was equipped with steel wheels all for weight reduction.

In the late ‘80s, Mitsubishi was developing a Group B rallycar based on their Starion model. Group B was rallying was outlawed due to the fatal crashes and overall lack of safety at the events. Mitsubishi was left with a nearly complete competitive rallycar with no where to race it. They decided to take the Starion’s AWD rally drivetrain and use it in their sedan Galant model to go Group A rally racing.

European rally stages became tighter and tighter forcing the need to go smaller, a Galant was not too big to rally race. Other manufacturers, went smaller as well. Ford went from the Sierra to the Escort, Subaru went from the Legacy to the Impreza, Toyota went from the Celica to the Corolla, and Mitsubishi went from the Galant to the Lancer.

Ford Sierra

Ford Escort

Subaru Legacy

Subaru Impreza

Toyota Celica

Toyota Corolla

Mitsubishi Galant

Mitsubishi Lancer Evolution

10 Generations of Excelence

Evolution I The first Lancer Evolution used the 2.0 L turbocharged DOHC engine and AWD drivetrain from the original Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. This engine was also used in the Mitsubishi RVR with the Hyper Sports Gear trim package, and the Mitsubishi Chariot Resort Runner GT. The RS was a stripped-down version that lacked (power) windows and seats, anti-lock brakes, a rear wiper, and had steel wheels to weigh approximately 70 kg (154 lb) less than the 1,238 kg (2,729 lb) GSR, ready for racing or tuning. The RS version was released with a mechanical plate type rear Limited-slip differential (LSD).

The GSR came with all of the conveniences of a typical street car, including a digital screen climate control system. It came with Mitsubishi’s 4G63 engine producing 247 PS (182 kW; 244 hp) at 6000 rpm and 309 N·m (228 lb·ft) at 3000 rpm. 5,000 of the first generation Evolutions were sold between 1992 and 1993. Top speed was 228 km/h (142 mph). The GSR version of the Evolution I was the only Evolution Lancer released with a Viscous Limited Slip Rear Differential (VLSD). The subsequent Evolution Lancer models all featured rear mechanical plate type LSD’s.

Details Produced Engine Transmission Horsepower Torque 0-60mph Weight Variants

1992-1994

2.0L 4G63T I4 Turbo 5-speed manual 244 hp 228 lb/ft @ 3000 rpm 5.1 seconds 1240kg (RS 1170kg) GSR, RS

Evolution II The Evolution II was upgraded in December 1993, and was produced until February 1995. It consisted mainly of handling improvements, including minor wheelbase adjustments, lighter front swaybar that connected via swaybar links to the front struts, bodywork tweaks including a larger spoiler, and tires that were 10 mm (0.4 in)

wider. This Evolution also has a 50 l (13.2 US gal; 11.0 imp gal) fuel tank. Power output was increased to 256 PS (188 kW; 252 hp) from the same engine and torque was unchanged for both GSR and RS models.

Details Produced Engine Transmission Horsepower Torque 0-60mph Weight Variants

1994-1995 2.0 L 4G63T I4 Turbo 5-speed manual 252 hp 228lbs/ft @ 3000rpm 5.0 seconds 1250kg (RS: 1180kg) GSR, RS

Evolution III Just like it says in the name, Mitsubishi gradually enhanced its all wheel drive rally rocket with nips and tucks including better aerodynamics and, with this car, the 16G turbocharger now familiar to fan forum denizens. Power levels were up to 270 hp. Subaru had already drawn first blood with Colin McRae’s 555 team breaking the winning streak of a trio of different drivers with Toyota Celica Turbos. With the EVO, the third time was the charm as Finn Tommi Mäkinen laid down the first championship run that would turn into a record four consecutive victories behind the wheel of a Lancer EVO from 1996-1999. Details Produced Engine Transmission Horsepower Torque 0-60mph Weight Variants

1995-1996 2.0 L 4G63T I4 Turbo 5-speed manual 270 hp 228lbs/ft @ 3000rpm 4.9 seconds 1260kg (RS: 1170kg) GSR, RS

February 1995 saw the arrival of the Evolution 3, which had several improvements over the previous models. New, more aggressive styling and a new nose moulding improved the air supply to the radiator, intercooler and brakes. New side skirts and rear bumper moldings and a larger rear spoiler were added to reduce lift. Improved engine had higher compression ratio than before, and new turbocharger compressor (65 mm to 68 mm), which gave power output of 270 bhp (201 kW) at 6250 rpm, 309 N·m (228 lb·ft) at 3000 rpm

Evolution IV The Lancer platform was completely changed in 1996, and along with it, the Evolution, which had become extremely popular throughout the world. The engine and transaxle was rotated 180° to better balance the weight and eliminate torque steer. There were two versions available, The RS and GSR. The RS version was produced as a competition car with a limited-slip front differential and a friction type LSD at the rear. It also came with GLX seats and a choice of either 16” or 17” OZ light weight racing wheels. The RS also had wind up windows, optional air conditioning in some models, and a few extra brace bars to strengthen the chassis, one behind the front grill and the other across the boot floor. The GSR and the RS shared a new twin scroll turbocharger which helped to improve response and increase power to 280 PS (206 kW; 276 hp) at 6,500 rpm and 330 N·m (243 lb·ft) torque at 4,000 rpm. Mitsubishi’s new Active Yaw Control appeared as a factory option on the GSR model, which used

steering, throttle input sensors and g sensors to computer-hydraulically control torque split individually to the rear wheels and as a result the 10000 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large fog lights in the front bumper (option on RS version), and the newly designed tail lights on the rear, which became a standard design to Evolution V, which would become yet another trademark of the Evolution series. This new generation was slightly heavier than previous Evos—the GSR in particular due to the added technology systems—but to counter this the car produced even more power—the weight of the RS being 1,260 kg (2,778 lb) and the GSR being 1,345 kg (2,965 lb). Much of the technical improvements for this generation were also used in the second generation Mitsubishi RVR sold only in Japan.

Details Produced Engine Transmission Horsepower Torque 0-60mph Weight Variants

1996-1998 2.0 L 4G63T I4 Turbo 5-speed manual 276 hp 260lbs/ft @ 3000rpm 4.8 seconds 1350kg (RS 1260kg) GSR, RS

Evolution V Many aspects of the car were changed such as: The interior was upgraded in the GSR version with a better class of Recaro seat.The body kit had flared arches at the front and rear and a new aluminium rear spoiler replaced the IV FRP version and gave an adjustable angle of attack to alter rear down force. The track was widened by 10 mm (0.4 in), the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16” to 17” to accommodate Brembo brakes which were added to enhance braking. In addition the brake master cylinder bore increased by 0.3 millimetres (0.01 in). The engine was strengthened in a few areas

and the cam duration was increased. The pistons were lighter with a smaller skirt area. 510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical “headroom” and the ECU was changed to include a flash ROM, allowing more boost pressure to the same TD05-HR as the Mitsubishi Evolution IV. Furthermore, the turbocharger was again improved. Torque was increased to 373 N·m (275 lb·ft) at 3000 rpm. Power officially stayed the same, at 280 PS (206 kW; 276 hp), though some claim horsepower was actually somewhat higher.

Details Produced Engine Transmission Horsepower Torque 0-60mph Weight Variants

1998-1999 2.0 L 4G63T I4 Turbo 5-speed manual 276 hp 274 lbs/ft @ 3000rpm 4.8 seconds 1360kg (RS: 1260kg) GSR, RS

Evolution VI The Evolution VI’s changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. The Evolution VI received new bodywork yet again, with the most easily noticeable change being within the front bumper where the huge fog lights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR’s options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp (246 kW).

Yet another special edition Evolution VI was released in December 1999: the Tommi Mäkinen Edition, named after Finnish rally driver Tommi Mäkinen who had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Mäkinen logo), 17” Enkei white wheels, a leather Momo steering wheel and shift knob, a titanium turbine that spooled up more quickly, front upper strut brace, lowered ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours, the Evo VI came in either red (Tommi Mäkinen Edition only), white, blue, black or silver with optional special decals, replicating Tommi Mäkinen’s rally car’s colour scheme. This car is also sometimes referred to as an Evolution 6½, Evolution 6.5, or TME for short

Details Produced Engine Transmission Horsepower Torque 0-60mph Weight Variants

1999-2001 2.0 L 4G63T I4 Turbo 5-speed manual 330 hp 275lbs/ft @ 3000rpm 4.4 seconds 1360kg (RS: 1260kg) GSR, RS, GSR II & RS II

Evolution VII The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but Mitsubishi made up for this with multiple important chassis tweaks. The biggest change was the addition of an active center differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. Torque was increased again to 385 N·m (284 lb·ft) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (206 kW; 276 hp). The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model lineup—the GT-A. Seen as the ‘gentleman’s express’ version of the visually similar VII GSR and the RS2, the GT-A model was only produced in 2002 and had the following distinguishing interior and exterior specification: GT-A-only diamond cut finish 17-inch (430 mm) alloy wheels, clear rear light lenses and all-inone style front headlights (later used on the Evolution VIII). The GT-A had the option of either no spoiler, the short spoiler (as per the Lancer Cedia; and later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most

distinguishing feature was a smooth bonnet with no air-grills on it at all and the revised front bumper. Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds. Interior could be specified with factory options of a deluxe velour interior, full leather or the Recaro sports seats. The GT-A interior was different in that it had chromed door handles, a different instrument panel (to show the gear selection) and chrome edged bezels around the speedo and tach. The GT-A also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter. The 5-speed automatic gearbox had what Mitsubishi called “fuzzy logic”, which meant that the car would learn what the driver’s driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most Tiptronics via steering wheel + and – buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. .

Details Produced Engine Transmission Horsepower Torque 0-60mph Weight Variants

2001-2003 2.0 L 4G63T I4 Turbo 5-speed manual 5-speed automatic 276 hp 282lbs/ft @ 3000rpm 4.9 seconds 1400kg (RS: 1320kg) RS, RSII, GSR, GT-A

Evolution VIII The Mitsubishi Lancer Evolution VIII was modified again in 2003 this time sporting 17” grey Enkei wheels, Brembo Brakes and Bilstein shocks to handle traction and a 5-speed manual gearbox with 280 PS (206 kW; 276 hp) (approx. 234 hp to the wheels). Originally a one off model, sales were so successful in the U.S. that by 2005 it was available in four trims: the standard GSR model in Japan, the RS, 5-speed gearbox, and standard wheels (lacking excess components, such as interior map lights, power windows/doors, and radio), the SSL (with a sunroof, trunk mounted subwoofer, and leather seats), and the MR, which came with a revised limited-slip front differential, aluminum MR shift knob, handbrake with carbon fiber handle, 17 inch BBS wheels, aluminum roof, and a 6-speed manual gearbox. The new Evolution also sported chrome housing tail lights and head lights.

The Lancer Evolution VIII was also the first Evolution to be sold in the United States of America, spurred by the success of the Subaru Impreza WRX which had been released there just the year prior. The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as the Evolution VIII’s US introduction. With its 2.0 liter 271 horsepower engine, the 2003 Evolution VIII was capable of achieving a 0–100 km time of 5.1 seconds. However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII.

Details Produced Engine Transmission Horsepower Torque 0-60mph Weight

Variants

2003-2005 2.0 L 4G63T I4 Turbo 5-speed manual 6-speed manual 276 hp 282lbs/ft @ 3000rpm 4.7 seconds 1410kg MR, FQ260, FQ330, FQ340, FQ400, RS 5-Speed, RS 6speed, GSR, MR RS 5-Speed, MR RS 6-Speed, MR GSR

Evolution IX Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited the car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month. The 2.0 L 4G63 engine has MIVEC technology (variable valve timing), and a revised turbocharger design boosting official power output at the crankshaft to 291 PS (214 kW; 287 hp) and torque to 392 N·m (289 lb·ft). The USDM Lancer Evolution IX models: standard (Grand Sport Rally or “GSR” in some markets), RS (Rally Sport), SE (Special Edition) and MR (Mitsubishi Racing) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation).

The result is a weight savings of over 60 lb (27 kg). The fuel capacity remains the same as the Evo VIII at 14 U.S. gal (53 L). The US versions of the Lancer Evolution IX did not come with the AYC but the ACD was still present. The drivers can select from three different driving modes, “Tarmac”, “Gravel” and “Snow”, and the car’s computer system relatively promotes the active center differential to change the differential locking which, despite popular belief, does not change the torque split. The differential is geared at 50:50 and cannot be changed by the push of a button. What this switch actually does is quite simple. Each setting determines how long the ACD will delay in freeing the center differential after a steering input is made. In addition, it will determine how much locking force the ACD will exhibit on the clutch pack and center differential.

Details Produced

2005-2008

Engine

2.0 L 4G63T I4 Turbo

Transmission Horsepower Torque 0-60mph Weight Variants

6-speed manual 5-speed manual 5-Speed Automatic 287 hp 289lbs/ft @ 3500rpm 4.4 seconds 1400kg FQ300, FQ320, FQ340

Evolution X In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Concept-X, designed by Omer Halilhodžić at the company’s European design centre.The Lancer Evolution X sedan features a newly designed 4B11T 2.0L (1998cc) turbocharged, all-aluminium I4 GEMA engine. Power and torque depend on the market but all versions will have at least 280 PS (206 kW; 276 hp). (JDM version), the American market version will have slightly more. The UK models will be reworked by Mitsubishi UK, in accordance with previous MR Evolutions bearing the FQ badge. Options for the UK Evolutions are expected to be between 300 hp (220 kW) and 360 hp (270 kW). Two versions of the car are offered in the U.S. The Lancer Evolution MR, with 6-speed Twin Clutch Sportronic Shift Transmission (TC-SST). The other version is the GSR

which has a 5-speed manual transmission system. The car also has a new full-time four-wheel drive system named S-AWC (Super All Wheel Control), an advanced version of Mitsubishi’s AWC system used in previous generations. The S-AWC uses torque vectoring technology to send different amounts of torque to the rear wheels. It also features Mitsubishi’s new sequential semi-automatic six speed SST twinclutch transmission with steering-mounted magnesium alloy shift paddles. It has replaced the Tiptronic automatic transmission, hence the SST version replaced the GT-A version (which was used in Evolution VII and Evolution IX Wagon). A five speed manual gearbox will also be available. The new Lancer Evolution will also incorporate Mitsubishi’s next generation RISE safety body.

Details Produced Engine Transmission Horsepower Torque 0-60mph Weight

Variants

2007-2016 2.0L 4B11T Turbo 6-speed twin-clutch transmission 5-speed manual 276 hp 300 lb/ft @ 4400rpm 4.9 seconds 1,600 kg RS, GSR, GSR-Premium GSR Tuned by RALLIART, Final Edition, MR, MR Premium, MR Touring, MR TCSST, SE, GS, GSR SST, FQ300, FQ330, FQ400, FQ440 MR, Bathurst Edition, 2015 John Easton Edition

The Vehicle of Champions Championship record of the Evo

Evolution III

1 Championship won.

Evolution IV

4 Championships won.

Evolution VI

3 Championships won.

Evolution VII

2 Championships won.

Evolution VIII

6 Championships won.

Evolution IX

9 Championships won.

Evolution X

3 Championships won.

Man and Beast Interview with a current Evo owner.

Hunter Zwiers From Zeeland, Michigan

Was this your first Evo? What Model is it and how much did it cost you? -2008 MR I bought it for 21,000$

Was it like a spontaneous thing or were you interested in them from before you had the chance to buy this one?

- Oh I was looking for quite sometime. My car showed up at my local dealership in Holland and bought it 2 days after they got it.

What kind of mods does your car have, how much time and money have you invested in it? How much horsepower does it make? Have you ever put it in a track?

-Bought it 100% stock so, modifying gets expensive quick. Turbo back exhaust AMS downpipe / AMS test pipe HKS Hi flow mufflers, ETS hard piping, ETS intake / relocation of bov COBB boost controller, Full suede A/B/C pillar and headliner. APR GTC-300 wing, RPF1 rims It’s 305/300 Wheel. Never tracked because I’m scared to have something bad happen hahaa. I would say roughly invested 5,500$ in the year and a half I’ve had it. But I also did all the work myself saving a lot of money. Time invested man I don’t know. Probably days, like all the parts I told you above I put them all on. I’ve detailed the fuck out of this car. Hours in detailing. hours upon hours of cleaning. It takes about one and a half hours to wash it. So do that once a week for a summer. And when I did the suede headliner and pillars. I tore the interior out 100%. Seats, carpet. Pillars, headliner, everything.

Do you know any of the history of Evos/lancers? Like noticeable races/cups won? Any particular evos that you think that have really stood out or re written history ? Builds/ models/etc? -I don’t watch much racing/ rally racing, I just don’t have much time. And I know the history of the evo but. Builds that stuck out umm, just Instagram builds really. If you don’t know about the history there’s a video you could watch that explains the Evo history very good. Favorite IG Builds: Kscott_07, RJ_I_am_ Groot, 1slowevoix, Loyalevo, EvoxJayz. I’m a big fan of the Varis Kit cars, and I’ll be going that route eventually, with a 18K FP turbo.

Do you think that Mitsubishi has the upper hand with the Evo or do you think that Subaru still has it better when it comes to the Wrx? I know you probably gonna favor the Evo because its your car but im just asking -I’m not going to favor either car. I find the Evo to be

a better looking car. But the Evo lost the upper had when they didn’t update it for 10 years. If the Evo came back and I’m not talking the E-Evolution BS. If it actually came back and they found the money to work on the project, they could whoop some ass. The new WRX’s are definitely stylish. The platform of a Evo is way better for modifying engine wise. And when it comes to Evo vs WRX. I don’t think the community’s even come close. I think the Evo community is a way more car oriented group. I see Wrxs’s all the time with old people or non car people. It’s just another car. They definitely had the upper hand when it came to the Evo X. But soon after they didn’t have the budget to keep it up. It was obviously a financial decision but I’m not 100%on the details.

Would you say as a daily driver performance car other than subies wrx is there any that could really compete with Evos in terms of space/drivability/performance? In a 4door category because obviously anything can be a daily driver provided you don’t have any passengers and the funds.

- Well I mean you have the Ford Focus . Not a big fan but it’s a option. There is no twin clutch cars to my knowledge. Well the Ford is front wheel drive. So they pretty much rule the awd group unless you empty your bank on a BMW or Audi.

Which is the most successful Evo in your opinion?

- I’d have to say the most successful Evo was the Evo X in its early days. I’m basing my opinion on this because every Evo before the X had the same motor and slight body modifications. The X was a complete redesign and people loved it, and it took off. And to this day still shows at SEMA and all these major car shows. The Evo 9 is awesome, but everyone loves their gadgets and the X has that. I mean my car is almost 10 years old and people tell me it looks brand new. So what does that tell you about the style of the X? I don’t think that people would be buying a 2008 WRX these days. The body of the car is very round and modern cars are sharp and aggressive

Do you think That Mitsubishi making the switch from the 4g63 to a different engine was a good move for their final model or did it did them more harm than good? Or do you think people just complain because it doesn’t have the nostalgia of the 4g63? -Well as I said right before. It was the heart if the Evo and it’s definitely weird. I wish that my turbo was in the front to make it easier. I don’t think people are upset with the new 4b11t. I think they just wanted it to have the same motor as before. Mitsubishi made the call. My guess is it had to do with the body shape. Can’t really say if it was good or not.

What engine from other makes would you compare the 4g63 to? - I’m not a huge engine guy. I’ve been learning since I got my car. Can’t help you there Any particular issues/problems that you think are common with Evos? Well from the research I’ve done. Running to much boost at too low of a rpm with bend the Rods on the engine. Like over 400tq. So you can’t blame the engineers for not prepping a 300 crank car to handle a 400 wheel. But on a real note. Mitsubishi did fix the issue in I think 2010, but the timing chains on Evos are horribleIf you look up Evo x timing chain you will get lost in forums about people talking about the horrible chains. I myself am going to have to do mine. Any advice you would give to someone that’s looking into getting an Evo for the first time? -Pay attention to every detail and get as much information about the cars history as possible. You could be walking into a trap. These cars are made to go and some people use them for just that. You can tell a lot about a cars history by the person selling it. Looks at really small details like if all the bolts are put back on the bumper or simple shit like that. Someone who can’t put a fender liner back on right . You have no idea what they did to the car. Attention to detail. Always look very closely at the exterior paint !! Look for a car that has been repainted or had panels replaced. You wanna look crazy when you’re looking over a car you’re buying

Last but not least, any special thanks or shout outs you’d like to give? Like a shop, photographer, Evo owner or just someone that has supported you? - I never paid anyone to do anything to my Evo besides the tune no shoutouts hahahahaha

Photo Credit: Torque Spec Photography

Special thanks to everyone that supported me through this journey of learning and all the people that took out the time to be interviewed: Hunter Zwiers, Brian Cook, That_stock_Evo, Aaron_EvoIX, State_of_Evolution, and Evolution_Fest. A big shout and a thank you to my man Tim from Torque Spec Photography that went out of his way to go with me to shoot Hunters Evo and send me some of his older files of Evos to use in my publication and to Hunter that gave me my first ever experience inside an Evo, great car you have there buddy, hope to see you do great things with it.

*Disclaimer* I do not claim ownership of any of the content seen in this publication, all of the information was researched and taken from different websites online. All of the pictures were from websites, google images, and from my Friend Tim from Torque Spec Photography. I am ownly claiming authorship designing and publishing this magazine. This was made for a class and is a non profit project.