Oh Boyd That’s Quick – Boyd Racing Evolution X
Magnus dry sump stages on engine under alternator
These are the stages of the crank-driven Magnus dry sump system for the 4B11.

A dry sump system is beneficial in racing applications because g-forces don’t affect a large wet sump and move oil away from an oil pickup. Oil pan baffling solutions are really just attempts to band-aid fluid control issues with wet sumps. However, this benefit comes at the cost of added complexity, weight, and plumbing.


Oversized two-piece brake rotor with purple hat, red open-ended lugnuts perched on extended thread studs, large Brembo caliper
With all that go, the Evo needs a corresponding amount of stop, too.

Since the time of the photo shoot, JC Fabworks has upgraded the Boyd Racing Evo X with RPS carbon 2-piece rotors sized in 14.25″ sitting under Porsche 6-pot calipers and clamping RPS carbon-carbon compound brake pads. Out back, 13.5″ RPS carbon 2-piece rotors are squeezed by Wilwood 4-pot calipers also on pads of the same design. ARP extended wheel studs sit on a hub outfitted with Curt Brown Racing ceramic wheel bearings.


KW Variant 3 coilover in wheel well behind brake rotor
Since we’re not drag racing, go and stop need to be matched with appropriate dancing.

In the case of this Mitsubishi Lancer Evolution, KW Variant 3 coilovers are mated to 900 lb-in front springs and 1,100 lb-in rear springs. Up front, KW’s camber plates help JC Fabworks and Boyd Racing to dial in the alignment, but they are keeping tight-lipped on the actual specs there. OEM Mitsubishi sway bars help with the side-to-side management.

Let’s take a look inside.


Interior view of Evo cabin from passenger rear looking towards steering wheel
The interior of the Evo looks spartan, but it has the right tools to get the job done.

A Syvecs Plex SDM-500 dashboard serves as the information center of the car, providing all the vitals to the driver. It also provides lap information and acts as the datalogger. The whole unit is mounted on a custom fabricated and sueded dashboard. An additional AEM Electronics oil pressure gauge helps make sure that the key lubricant is well monitored.

An Ultrashield Racing Products “Road Race” aluminum seat and a 6-point Safecraft harness keeps the driver planted and provides access to the Sparco steering wheel and the completely OEM shift assembly. Since the time of the photo shoot, a Tilton pedal box has been added complete with Tilton master cylinders for both clutch and brake, with a Tilton adjustable brake proportioning valve to boot.


  1. You did get something wrong, there’s no apostrophe in Pikes Peak, it was universally accepted to remove it decades ago. Just kidding though, no haterade here. Cole builds some seriously badass stuff.

  2. Solid build! It’s obvious a lot of thought went into it. I especially approve of the turbine housing choice.

  3. Dang, it was going so well until the exhaust blown diffuser.

    The team need research the Coanda effect. Because they need to install a flat tapered exhaust tip. And it needs to be parallel to match the exact angle of the diffuser. On top of that, they need to reprogram the ECU so that it still has exhaust flow on throttle lift, or you will lose downforce during cornering, which is when you need it most.

    Also, the flow straighteners can be curved, so the air flow diffuses laterally, too. This is a very simple modification. Take a look at the F1 blown diffuser undertrays. It wasn’t that long ago that the EBD was state of the art.

Leave a Reply

Your email address will not be published. Required fields are marked *