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With the Quickness

One of the fastest street-legal Evos comes from a small town in Connecticut and delivers huge power heard nationwide.


You can sense how enthusiastic and passionate Raif Fejzo is when it comes to talking about his eight-second Mitsubishi Evo drag car. It’s as if nothing in the world comes close to how much time and effort he’s put into the car, perfecting its quarter-mile prowess, with each season and race spent dialing in the car to be faster and faster. We spoke with Fejzo of RRT Motorsports (Raif Race Transmissions) about how it felt breaking the eight-second barrier in a 3,000-pound car with a full interior that just so happens to be one of the fastest street-legal Evos in the country.

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Unlike Roncar’s Evo IX RS we featured, which was a multipurpose tool made for all seasons, Fejzo’s 2005 Mitsubishi Evo 8 is a dedicated quarter-mile monster. It’s roughly 1,000 horsepower of street-legal Mitsubishi muscle that redlines at 9,600 rpm and is cponsistently operated at over 38 psi run after run. His Evo — which runs a full interior to keep it within the rules in the Forced Induction Pro, Forced Induction Sport and Street Eliminator classes — is still fully street legal. The half-filled 4G63 motor is an incredibly reliable workhorse, which Fejzo admits still runs the stock crank, oil pump, water pump and head gaskets.


“I haven’t dyno’d the car in four or five years, but if I were to estimate, I’d guess 900 to 950, but that’s purely a guess,” Fejzo reveals. “Thinking about the weight of the car and the trap speed it does, it might be close to 1,000 [to the wheels], but I don’t know. All I do is take the car on the street and do a few rips on it, and if it feels good, I put it on the track [laughs].”


Though his demeanor might seem to indicate a certain nonchalance, his work ethic and expertise are anything but, as he knows exactly what these motors are capable of, having worked on Talons and Evos for the past 15 years.

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Fejzo busted his knuckles wrenching on cars in his garage from the time he was 16, and he hasn’t looked back since, owning 15 to 20 Talons since. “It was very, very easy to go fast [in the Talon], and cheap,” Fejzo explains. “You’re 16 years old and you have $1,000 in your pocket and you buy a Talon, and [with] another $1,000 you could go 12s. No other car could have done that for that price back in the day.”


As was the trend in the 2000s, with almost every adolescent kid excited about cars and The Fast and the Furious, street racing was where cars were tinkered with and raced illegally in neighborhoods all over the country. And Fejzo (and the RxSpeed staff) was no exception. “As soon as the car started getting into the 10-second range, I started to realize that getting pulled over every night wasn’t my kind of thing,” he admits. “I basically brought it to the track and never went back to the street again.”


Transitioning from street to track was harder than going from Talon to Evo, for the 4G63 and platform were extremely similar. In time, as aftermarket part technology progressed, the Evo could handle more and more power. The biggest change, according to Fejzo, from mid-2000s to now is that the electronics and turbochargers have gotten so much better. Billet turbos spool faster and standalone ECUs have made tuning more accessible, “making power easy,” according to Fejzo.

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Even with stock components, the 4G63 crank has been proven to 1,500 horsepower and Fejzo has seen the stoutness of the block with his previous motors. “The last motor was in the car for five years when the car was going 9.30 to 9.40s, and then I finally took it apart last year to fill it, re-ring it, re-bearing it, and I haven’t touched the motor since January,” Fejzo says. For him, much of the diagnosing is dropping the pan and seeing if anything is out of the ordinary, then putting it back on and continuing. As he says, “I won’t touch a good thing.”


"A lot of newer cars basically drive themselves.. With a Mitsu, you’ve got to have it all.”


With a combination of steel Manley rods, Wiseco forged pistons, Supertech valves and a host of other high-quality items, the engine sees up to 9,600 rpm in the quarter mile, which Fejzo questions a little but doesn't see the immediate need to switch to aluminum rods. “It’s a little high for steel rods, so I’m a little nervous about rods coming out of the block,” he calmly admits. “I’ve been thinking, do I take it apart and do aluminum rods or wait till it blows?” Time will tell, as he's waiting for the rest of the season to expire before he makes the adjustment.


As owner, builder, mechanic and driver of the RRT Motorsports Evo 8, Fejzo does everything to the car himself. Whether it’s the motor, rear end, transfer case or transmission, he tunes and drives the car. So one of the biggest modifications, in his own words, is the “driver mod.” Constantly looking to improve, he will get back after a race and break down the run to see where he can gain those valuable 10ths. Just like looking at an engine log for ignition timing, air/fuel and fuel trim, there is always tinkering and improving to be done by visually replaying each and every race.


“You really have to outdrive the car."

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With the upcoming Import vs. Domestic World Finals at Maryland International Raceway [http://www.importvsdomestic.com] in November, Fejzo is hoping to dial up the boost to 45 pounds and get into the 8.70 to 8.80 range. “You really have to outdrive the car,” Fejzo acknowledges. “If you compare my car to 100 other Evos, probably 80 of those Evos were making the same power, but they won’t go eights. It’s the setup of the car and driver mod. A lot of newer cars basically drive themselves. With a Mitsu, you’ve got to have it all.”


He may talk a big game, but so far Fejzo’s RRT Motorsports Evo has proven it’s a worthy competitor in the drag-racing world with competent performance numbers and a track record of incredibly fast quarter-mile times to back it up. As for what’s next, the Ford Focus RS and Mustang GT are in his sights, though he won’t be getting rid of the Evo anytime soon because, as Fejzo puts it, “without them I wouldn’t be here.”

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2005 Mitsubishi Evolution 8


Built by Raif Race Transmissions


RRT Spec 2.0L 4G63

Half Fill

Manley Rods

Wiseco Forged Pistons

OEM Crank

OEM Mitsu lifters

Supertech Valves

Kiggly Springs and retainers

Kiggly HLA

Custom Spec 272 Cams

RRT Spec Heady B cylinder head

HKS DLI 2 Ignition

RRT Spec T4 Forward Racing Manifold

Precision Turbo 6870

Koyo half radiator

RRT 3-inch upper intercooler pipe

RRT 2.5-inch lower intercooler pipe

RRT Custom front mount intercooler

Tial Blow off valve

Tial 44mm Wastegate

RRT 4-inch Aluminum exhaust

FIC 2150 fuel injectors

Fathouse Fab fuel cell

Aeromotive Eliminator fuel pump

Aeromotive FPR

Perrin fuel rail

8an fuel feed

6an fuel return

Driven Innovations Intake Manifold

Q45 Throttle body

RRT Catch can system


AMS 1000 boost controler

Polyurethane motor mounts


RRT Stage 3 Transmission

RRT Spec Transfer Case with Wavetrac center diff

Custom Driveshaft

Quartermaster 6 leg Twin Disc

RRT Spec rear diff with spool



AWD Motorsports D2 Racing coilovers

Buschur Racing Rear mustache bar

Buschur Racing front crossmember

Buschur Racing rear diff mounts



AEM Wideband

Maximum Performace Boost Gauge

DJ Safety harnesses

6-point cage



Seibon Carbon fiber doors

Seibon Carbon Fiber Hood

Seibon carbon fiber trunk

Seibon carbon fiber lip

OEM JDM rear bumper

RRT Parachute mount with deist parachute



Wilwood front drag brake kit

Hoosier 26x9.5 – 16 QTP’s

Forgeline wheels


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