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."