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Imported in a slightly damaged state, the EVO VI gathered dust in a Melbourne garage for the best part of a year, before rally legend Jeff Beaumont pulled it out of moth balls intent on a serious ‘dip’ in the local tarmac rally scene. What’s that you ask? Local tarmac rallies, what’s that all about? Well, there’s a heap to choose from, the sport having experienced amazing growth over the past 11 years, ever since the Targa Tasmania etched a reputation for being one of the world’s toughest tarmac rallies.
During the build, Jeff designed his Mitsubishi to cope with a range of requirements, creating what he describes as Singapore and Targa specifications. Singapore spec is at the wild end in that a vehicle can be equipped with a heavily improved driveline, whereas Targa rules dictate that a vehicle must carry an almost stock appearance with engine mods restricted to engine management and exhaust system changes.
Coping with the differing regulations, Jeff figured that the easiest way of employing the necessary changes between events was to develop two complete engine/transmission packages in conjunction with AVO Turboworld’s Terry Wilson. Engine prep is extensive, with both ‘standard’ and ‘improved’ packages carefully manicured for optimum performance and reliability.
Likewise, the rest of the vehicle carries the demeanour of a vehicle designed with one purpose in mind, and that’s to win.
Once the various cosmetic repairs were completed, Jeff delivered the EVO to his Bayswater (Melbourne) based BJS Rallysport workshop where he and the boys from Braeside Fabrications tied the body together with one of the best roll cages in the business. Carefully designed to provide optimum rigidity, strength and safety, the welded chrome moly cage carries a similar appearance to what you would see in a current WRC vehicle. It’s that complex! “Given that the car is built exclusively for tarmac rally use, by equipping it with a super strong roll cage means that we don’t have to worry about seam welding. The cage runs from the boot, throughout every area of the interior and ends at the front strut towers.”
In Group N rally style, the interior retains almost all original equipment, except for those parts that have to be removed to accommodate the roll cage. Oh, and the carpet was tossed to allow for positive pedal use. In addition to the factory instrumentation, Jeff has added a pair of top-shelf Sabelt race seats and 3-inch harnesses, and a Terraphone intercom system. Ralliart race pedals, twin Rally Mate trip meters, AutoMeter boost and turbo temperature gauges, and a toggle for the anti-lag system completes.
Being an official Drummond Motorsport (DMS) distributor, it comes as little surprise that the EVO rides on such exotic suspension. The tarmac specification package consists of specially valved bump and rebound adjustable 50mm bore shocks, custom struts, 60mm springs riding on adjustable platforms, and relatively ‘heavy’ variable rate springs. Even so, Jeff has maintained a modicum of body roll specifically for wet conditions via the retention of the original ‘soft’ sway bars.
Further front-end adjustment comes with HKS bearing plates, with the specs set at around 3-degrees negative camber and three-mil toe out. Similarly, the rear adjustment is set at 2-degrees negative and a smidge of toe in!
When it comes to brakes, not too many people frig around with Brembo four spots, with Jeff agreeing they’re on the money. However, that’s not to say they can’t do with some assistance. Yep, he’s added a full compliment of braided line, anti knock-off springs, Pagid RS4 pads and has filled the master with Castrol SRF fluid.
Quality appliances continue with the wheels with Jeff looking to not only reduce the unsprung weight, but remove a hefty 12 kilos from the overall weight of the vehicle with a set of genuine UK forged 17 x 7.5” OZ tarmac rims (as used on the WRC cars) wrapped in ‘soft’ 225/45/17 Falken Azenis rubber.
Whereas the two engine/transmission packages seemingly vary considerably, in reality the main differences involve reliability. As is the case with all of Jeff’s engines (see sidebar on his exploits), assembly work is handled by Terry Wilson. And in the case of the ‘Singapore’ specification 4G63T, the low mileage unit was stripped and the block checked for integrity via crack and sonic testing. A 1mm bore increase also took place.
Particular attention is paid to a crankshaft proven to ‘drop its guts’ at anything over 1.5 bar boost. It’s topped with custom AVO connecting rods employing ARP bolts, and 8.2:1 forged Ralliart pistons and stock Mitsubishi rings. An AVO stainless steel head gasket replaces the original steel item, and is topped with a savagely improved cylinder head. Significant chamber and port manipulation, along with 2mm oversize titanium coated stainless exhaust valves, translates to an increase in cfm from 195 to a staggering 250. Add custom ground 272 degree, 0.430” lift billet camshafts, AVO vernier cam wheels and HKS valve springs, and you will should understand why this engine delivers in excess of 220kW to all four wheels!
AVO match ported the factory inlet manifold, and added large 660cc AVO injectors before handing the engine back to Jeff. His work included re-fitting the factory titanium comp wheel-equipped Ralliart turbocharger, he replaced the factory air box with a pod filter and cold air duct, retained the factory 26-row front mount intercooler, and backed the turbo with his own design HPC-coated dump pipe and single mandrel-bent three-inch exhaust system.
Richard Aubert was called in to wire in a new Autronic engine management system, and of course tune the engine to deliver optimum reliable power. Setting the boost at a maximum of 1.35 bar is all the engine needs to deliver 220kW to the wheels or in conversion speak, around 303kW (410hp) at the flywheel.
This amount of power makes for a real weapon, certainly given the limited amount of engine enhancements, which in the right hands and in a car of this calibre makes for an exciting ride.
Adding to the sensation is a modified drive line of limited slip Ralliart front diff, Ralliart viscous centre coupling and factory lsd rear end. Taking into account a 4.5:1 final drive ratio, Jeff equips the transmission with appropriate gears to suit each application. “In 2001 we entered another EVO in the Trading Post Grand Prix rally, however by equipping it with the five close ratio RS gears it restricted the top speed to just 210 kmh. Which is fine in short sprints, however for Targa and other high speed events I will use the first four close ratio gears, and a tall 5th for a top speed of slightly in excess of 230 kmh.”
Adding to the frustration, Jeff was leading the 2001 event prior to a top speed run, and by only achieving 210 kmh he only managed 73rd position, which in effect dropped him some 15 places down the leader board.
Other neat inclusions are a bay mounted BJS Rallysport alloy catch can, hydraulic hand brake system, and an standard Autronic anti-lag system operated by the flick of a simple toggle switch. “The anti-lag works brilliantly, however the turbo temperatures go through the roof. It’s great for short sprints, however in long events I can see a melt down happening very quickly.”
As stated earlier, come 2002, Jeff pulled the EVO 6 out of mothballs, performed the described mods, and then made his way down to Philip Island for a quick test. Satisfied, a week later he entered the Robroy hillclimb, took the win and in the process lowered the Touring Car record by an astonishing 1.5 seconds.
Two weeks later and Jeff started competition in the 2002 GP rally, and after four days was leading the event outright. That against some of the stiffest opposition you could imagine with entries consisting of various highly modified GTR’s, M3R’s, Porsche GT2 and GT3’s, and with drivers the ilk of Peter Brock, Rick and Neil Bates, Darryl Beatie, Gazzard and a bunch of other well known punters.
Come day five though, and a wrong direction in a motorkhana knocked the EVO back to fourth position outright. Although disappointed, Jeff was buoyed by the fact that his EVO performed well against some formidable equipment including a number of 600 horsepower plus monsters.
Mmm, as the driver of a Subaru, I’m starting to wonder whether I should change camps and build an EVO. Actually, it sounds like a plan.
A Rally Legend.
It’s understandable that the name Jeff Beaumont means little to most of us, which in a way is kinda strange. I mean he’s a living legend having achieved an incredible amount of motorsport feats. Sure, Jeff may not be a nine times Bathurst winner, however the home mantelpiece tells a very exciting story.
A Melbourne boy born and bred, Jeff launched his motorsport career at age 14, but on two wheels competing in events such as the Donvale hillclimb. Five years later, he turned his hand to four wheels in the form of various VW’s and Mini’s – as both a driver and navigator. “At the time I had better success as a navigator, so with that I became a full time nav joining the Renault Works team with Bob Watson, and we went on to win the ’73 Victorian Rally Championship.”
Jeff then moved to Nissan with Ross Dunkerton, the pair going on to win the ’76, ’77 and ’79 Australian Rally Championships. Various other rides came and went including a stint and a win in the Southern Cross Rally with the ‘Flying Finn’, Rauno AAltonen.
Moving to live in Singapore in late 1981, Jeff stepped into the drivers seat of a Group N Pulsar GTiR and competition in the Asia Pacific Rally Championship, taking 3rd outright in a couple of events.
Around 10 years later Jeff moved to a Mitsubishi Lancer EVO 1, and went on to win the 1993 Malaysian Sprint Series. “I decided to get out of the dirt scene and concentrate on tarmac,” Jeff explained. With this, he concentrated his efforts on the Singapore Tarmac Series, competing over several years in various incarnations of EVO models including a 1V, V and V1, and in doing so winning four consecutive titles from 1997 through to and including the 2000 Championship.
The achievements came even though Jeff had moved back to Melbourne in 1998 Jeff, a move that in fact expanded the possibilities greatly. Being closely involved in the tarmac scene led to Jeff establishing BJS Rallysport in Bayswater (0419-874 992), and with it the production of several customer cars, along with a classic 1970 model 911 Porsche designed for competition in the many Australian tarmac rally style events specifically catering for classic cars.
Jeff’s achievements with the Porsche have included 2nd outright in the 2000 and 2001 Rally of Tasmania, a title he won in 2002, whilst also placing high up in the field with a 2nd outright in the 2002 Classic Adelaide.
Jeff’s action packed past is sure to continue for many years to come. “From now on I plan to enter as many events as possible and that includes participating in the entire Australian Hillclimb Championship.”
Given Jeff’s many wins and a new car that in its only two outings has proven a winner, the world is Jeff’s oyster.
Trading Post Grand Prix Rally.
The Grand Prix Rally has been an integral part of the Australian tarmac scene ever since Adelaide hosted its first Grand Prix in 1985. In the years since, the event has grown in stature and continues to maintain its number one standing. In the Adelaide days, the event kicked off in Melbourne, with as many as 400 competitors indulging in five days of navigation and auto tests on their way to Adelaide.
Since moving the Grand Prix to Melbourne, various approaches have been tried, however ultimately the best approach has been to kick the event off from its Melbourne home, and five days later arriving back in Melbourne and park ferme at the Grand Prix circuit. Competitors then have the delight of performing two parade laps on the Friday and Saturday on the Grand Prix circuit.
In the lead up to any Grand Prix rally, competitors are invited to participate in a navigational school, and are encouraged to prepare their vehicles for five days of serious competition. Not that all competitors are actually serious about going fast, with some seemingly treating the event as a Sunday drive.
However, it’s a very different story at the pointy end. Indeed, to be up there in the results, you must do well in the navigation, and be extremely competitive in the driving events. And there are many. Most are classified as auto tests whereby a vehicle must sprint from one point to the next in the shortest possible time, motorkhanas abound, there’s the occasional hillclimb, quarter mile sprints, top speed runs, flying 1/8th mile and a bunch of other difficult tests.
Rally drivers normally do very well thanks to an ability to perform their outrageously neat handbrake turns, and a basic lack of fear. Yep, you have to be a bloody hard charger to do well.
The GP Rally also attracts a large list of celebrities and well credentialed racing drivers, and this year was no different. Peter Brock led off the celeb field, and was closely followed by Kieran Perkins, Darryl Rust, Neal and Rick Bates, while the rally and Porsche Cup arenas were well represented with 1999 winner Peter Gazzard, Simon Froud, and Greg Keene.
In 2002, the vehicles ranged from a bevy of stock BMW M3’s, Porsches numbered around 50 with everything from early 911s all the way through to current twin turbos, GT2’s and 3’s, four speciality built BMW M3R’s were there, Brock and Rust factory prepped Monaros, some 20 or so WRX’s and STi’s competed, half a dozen Nissan GTR’s, mostly N1’s, were right up there, plus of course a few EVO’s, Honda S2000’s and more.
It’s a great event – for the strong willed – and well worthy of consideration. Maybe you might like to have a go next year? If so, log onto www.grandprix.com.au for details.
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