As soon as the EVO IV TME was purchased, we removed the factory exhaust manifold, and the entire exhaust system. The new manifold is a stainless steel aftermarket product of G-force. The link pipe, the 76mm downpipe, and the remaining 80mm muffler is made by Kakimoto. The exhaust system has a final boiler, is wholly made of titanium, and weighs a total of 4.5 kilograms.

The filterbox was replaced by the HKS Kansai carbon intake box. The installation of an aftermarket ECU was rejected, but an equivalent computer HKS F Kon Z was installed in the glove compartment. The Intercooler R Spec and the blow off valve Type S is made by Greddy, the fuel pump by Walbro providing 255 lt/h, the fuel injection nozzles are original manufacturer's equipment, and the combustion intensifier from HKS.

The dynamo crank pulley and the water pump are of very light aluminum made by Unorthodox racing. This results in the engine gaining power and also improves steering ease.

The EVO was mounted with the invaluable assist of Cusco, which provided the completely adjustable shocks, the Zero 2- R the top mounts and the rear chassis bar. In front, under the suspension, a reinforcing Cusco subframe was installed, as well as carbon strut bar. The steering has become more responsive, and as a result you think that you're churning butter by hand! The slightest movement of the steering wheel is responded to by an immediate reaction of the entire car. The shocks are taut, but without thrashing at every road imperfection, and without the car's leaning off its center of gravity at all!

In a test drive by Power Techniques magazine, the EVO was impressive in its performance and in its over-all response. Its measurements were as follows:

Significant editorial comments:

About the start:
- "Before measuring the car's performance, we waited to see 0-100 in 4 sec and 0-402m in low 12s, but things happened differently. With the Vbox 3 installed in the EVO, I bound myself into the passenger's bucket seat, and waited to see how Lambros' performance would work out. The test track was empty. "We'll set out at 5,000 rpm because the tires are lousy," said the driver, revving up the rpm, and let out the clutch with a jerk.

The EVO blasted off spinning on all fours in 1st gear, went into 2nd just a bit before cutting accelerating without pause; and at the engagement of 3rd gear, the screen indicated 0-100 km/h @ 4.2 sec, and 12.2 sec for the 0-402m.

"Let's go again, it might descend some more!" Lambros insisted. He reversed, turned around, and returned to the same point. The tires had overheated and now would yield better results. It was time to see what the EVO VI could do with . 424 PS.

Setting out in this EVO reminds one of a catapult's trajectory! The car has such oomph that your brain will rattle. And of course you feel it even more intensely when you're in the passenger's seat! Lambros set out this time in the same manner, changing gears at the last possible moment, and achieving 0-100 km / h in 3.77 seconds! Similarly, the 12 dry seconds are a fact for the 0-402m, at an exit speed of 188.22 km / h !!"

About the engine, Dr. Power said:
- "It is the most powerful EVO with standalone engine management system that we at POWER have ever measured up to today. It has a very lineal graph of power and torque. The engine responds quickly, and the power presents stable increases up to 6,839rpm, at which point its maximum 423,8PS is reached."

Under the heading, "Shall I buy it?" the editor responds:
- "Excellent performance and response in its first-stage improvement. The costs of the aftermarket products are not prohibitive -- they are indeed economical when one considers the results that are achievable. The EVO is easy-handling, and you can use it for a short excursion or speed up instantaneously with the same ease."