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The front suspension's lower arms are fabricated steel pieces using all spherical bearings. When building a serious car, upgrading bushings does not cut it. Use spherical bearings whenever possible to minimize friction and stiction. The sway bar appears to be an off the shelf Whiteline unit although I did not get a diameter measurement. 
Here is the front suspension assembled. The axle is slightly longer to handle the increased track width of the Tilton EVO. This was another tip from Richard at Sierra Sierra. How much wider is something shared between only SSE and Tilton. The other small cylindrical unit with a small rod coming out of the bottom of it is a linear potentiometer used to measure suspension travel. The shock pot is datalogged by the Motec ADL3 dash and when properly configured in the data analysis software, which in this case is Motec's i2 Pro, will tell the data guy or engineer what the wheel travel is at any point on the track. Once again, this helps the chassis engineer to make informed decisions when making changes to the suspension and helps to greatly speed up setup for different tracks and conditions.
The front subframe is a fabricated piece made from chromoly tube. The factory subframe on an EVO is a large, heavy, welded stamped steel assembly. This subframe was also designed with revised suspension pick up points to correct geometry changes from lowering the car's ride height. The steering rack remains the factory EVO piece and its location was also raised to minimize bump steer. The EVO already has an ultra quick 13:1 steering ratio so Garth feels more at home jumping in to the EVO after 30 laps in a Radical SR8.
Here's a full shot of the tubular front subframe, the 3.5″ (90mm) exhaust, a partial shot of the Insight Motorsports dry sump oil system, and a partial shot of the Holinger sequential gearbox. 
Here's the Insight Motorsports dry sump system in greater detail. Using a custom Peterson 4 stage dry sump pump with a billet sump, and adaptors, this system keeps the oil flowing though the Cosworth 2.2L 4G63 engine under any and all conditions. The ATI crank damper eliminates the natural harmonics of an in-line 4 at 9000+ RPM. The custom XRP smooth bore PTFE hoses keeps the oil flowing at all pressures. 
A large oil filter (6″ tall) is used to minimize pressure drop across the paper filter element. The Ryco Z9 in Australia is the equivalent of the Fram PH8A for us 'Mericans. It's the original filter on a Aussie market Ford Falcon just like the PH8A is the original filter on a “Merican good old Mustang 5.0. The engine oil that flows through this oil system is Royal Purple XPR. 
The Holinger gearbox is an ultra heavy duty 6 speed sequentially shifted unit. This is a legit racing transmission so it has a self contained oiling system that is forced though the shafts and feeds all the roller needle bearings. It also has spray bars to lubricate the gears beyond whatever the gears pickup by sitting in a puddle of oil like a factory transmission. While it is officially rated at 700Nm (520 ft-lbs) of torque, it can and has handled the near 1000 hp that the Tilton EVO generates to date without failure. The steel braided hose you see connecting from one part of the case to another is meant for an oil cooler. Since this car is a Time Attack car, it does not need a cooler. Royal Purple Max Gear gear oil is used throughout the drivetrain also.
