We were hanging with Coco Zurita @ the Extremespeed AWD Challenge @ Streets of Willow Springs. Coco was doing some filming with videographer Dylan Pfohl. We put a Go Pro Hero camera on the rear bumper looking at the rear suspension. Things were mostly safe and out of the way, just forgot about the front tires firing rocks back at the camera :-P
Watch the tire move about the rim, even half way up the rim. Also note how much the rear differential moves in its soft rubber mounts. How much the hydraulic piping for the AYC clutches jumps around near the rear sway bar.
About half way into the video the rocks start to take their toll. The outer case and lens gets messed up, finally getting blown away completely. Then the camera lens starts taking direct fire.
The 4B11 motor that comes in the 2008+ EVO X and 2009+ Lancer RalliArt does not have a timing belt. It has a timing chain that turns the cams. The computer keeps track of how much the chain stretches over time. It will tell you when it is time when all the systems are working properly. If you get the triangle warning light and the car has a rough idle, it might have jumped a tooth or two. A couple more teeth jumping means that valves and pistons start crashing together. If your chain has been confirmed to be stretched and you have a rough idle, don’t drive the car at all.
A recent customer never did a full service and rarely changed his oil in 80k miles. The timing chain stretched enough to jump quite a bit. It bent the intake valves, when the piston came up it smashed the valve stems into the guides to where they broke off. One of the valves got bent into a perfect little taco. It was able to get knocked back into the intake manifold for an out of the park home run. Here is a new redesigned timing chain (with less links to rub against each other) that still will stretch prematurely if you don’t change the oil enough:
How much stretch it takes to make everything crash:
Seriously… dude! Change your oil more often! (more…)
The following applies to the 2008 through 2013 EVO X and 2009 to 2013 RalliArt. It has been known for quite some time now that the fuel pump relays are complete crap in the EVO X and RalliArts. Swapping out to the better blue fuel pump relay is included with a dyno tune here @ RRE.
I had a 2010 X come in for a tune last week. The car had basic mods just installed so it should have been good for a “before” pull as-is on the dyno. After the before pull I’ll put in a 3 port solenoid and do the blue relay swap at the same time. Before the full pull I tipped into the throttle at 3500 rpm to check boost and AFR. It was super lean almost 12:1 afr. For a drop in filter and cat back exhaust it should have been high 10s or low 11s at least.
So I went straight for the fuel relay and swapped it with the blue one. AFR went right back to where it should. Bad black relay caught red-handed. So I figured cut it open to see what exactly is going on in there.
Cut open relay:
Lever assy that the coil pulls sideways and pushes down on the contacts:
I can only guess someone had the bright idea to make a low profile relay by laying the coil on its side. When energized it pulls a lever sideways that pushes down on the contacts. (more…)
Watch your underhood temps with the EVO X. Mitsubishi had to move the turbo to the back of the motor with the EVO X to make it easier to pass the newer emissions regulations. This puts the catalytic converter closer to the turbo. Already in some European markets Mitsubishi had put a pre-cat in the down pipe of the EVO 9. While solving their cold start emissions problems, this makes for headaches for guys running track days, guys running large turbos and also concerns for people running headers.
Here are some heat failures we have run across lately:
Tubular headers with a plastic valve cover. In 2010 plastic valve covers started showing up on the 4B11 motors. Probably cheaper, they seemed to do the job well enough. They just don’t deal well with heat from a tubular header. We have seen three of these failures. Even when using the factory heat shield wrapped around the headers, if the heat can concentrate up through a gap near the valve cover it will melt.
This customer installed stock frame upgrade turbo came loose. The heat shooting out through the small gap at the flange burned a hole through the factory heat shield. Then it proceeded to melt the wire harness and seriously toasted the AMS pump unit. Hopefully the fuses that all blew protected the really expensive bits.
Nothing beats watching artists do their craft up close and in person. The work these guys do getting the lighting and angles all lined up never ceases to amaze me. Look for this to be a cover car early next year.
Tim is in Afghanistan right now but his EVO X is here getting the royal treatment. Got a photoshoot coming up so it is time to scrub it up and lay on the cute. From dirty track ‘ho to beauty queen in 48 hours!
Normally when a customer with a Mitsubishi stumbles into the shop and the first thing they want to do is put on a header, our first question is “Was your last car a honda?” Typically the answer is “Yes”. The stock cast exhaust manifold on the EVO is a great match for a stock turbo. Even with an upgraded stock style turbo the stock EVO exhaust manifold will easily support 500whp on our dyno. If you want a little more power, do some porting on the stock manifold is what we usually suggest.
Knowing this, when Mark Z really really wanted to add a header to his already well running EVO X GSR, we tried to talk him out of it. Any of the big loopty-loo tubular manifolds would just put too much heat back there between the motor and firewall. The gains would be too small for the cost involved we explained.
But Mark was persistent and he did have enough upgraded parts to to be able to use some additional airflow. AEM intake, ETS 3.5″ FMIC and full piping. Full exhaust with an AMS DP bolted to a CBRD BBX stock frame turbo. With 1200cc RC Engineering injectors and a Blaqops/Walbro 255 lph fuel pump kit, the stock bottom end was pushing the limits of reliability on E-85. We like to keep stock bottom end EVO Xs to 360 foot lbs of torque. This limit seems to keep the stock skinny rods and pistons happy.
There was one option to recommend, the Full-Race ProStock tubular manifold. While super sexy curvy, it isn’t too tall to practically use the stock manifold heat shield. We have seen mixed results with the polished Chinese manifolds. With the Full-Race super thick SS tube walls and consistent robotic welds, we didn’t have to worry about an expensive failure haunting us later on.
Here you can see the Full-Race manifold installed before we put the stock heat shield over it.
The install was not too bad. Only one bolt is a little tight to get to. There is better access than on other tubular manifolds. It is still an all day job and you run the risk of snapping stuck bolts. Mark’s CBRD BBX turbo had recently been installed so it went OK. Lots of penetrating oil always helps. All buttoned up and onto the dyno.
Right away we could see the motor flowing more air up top. With the boost left the same, power was up by 30 whp for one thousand RPMs. Boost is limited below 4500rpm to help keep the torque within our limits for a stock bottom end. We lost a couple hundred RPM of spoolup but the gains up above 5500 RPM are well worth it.
We wanted to see what was inside a EVO/RalliArt muffler so we cut one open to see what made it work. As a kid I always got in trouble for opening things to see what made them work.
At low exhaust pressure the flow through the stock muffler follows these red lines. All the exhaust has to flow through _12_ little holes. Then into a chamber where the only escape is a bunch more holes. Then through a 2” pipe into the center chamber, then out through either of the interior tip pipes.
We are known for our stealthy exhaust systems. Made to be 3″ straight through flowaliscious yet keep the honda boys cornfused and stay off the police radar all while enjoying conversation and music trapped in traffic. Well we can and do build all kinds of fun stuff that a customer can dream up.
Here is an exhaust that is none of the above.
AMS long 3″ Widemouth DP into straight Stainless Steel unresonated 3.5″ piping and finishing in a Magnaflow 4″ ID polished SS muffler with a 4″ race turndown tip.
Are your calipers maroon, brown or even black from having too much fun with them? Is the clear coat flaking? Pink from the sun and wheel cleaning chemicals?
For EVO Brembo caliper painting and rebuilding we use Centric (parent company of Stoptech and Powerslot). Front calipers are $375 for a pair for the service, rears are $260 for the pair. This is for a complete rebuild and powdercoat of the calipers. Basically they are re-manufactured to like new condition. It takes about 5-6 working days to do your calipers so plan on some downtime with your car.
Here are a set of front and rear calipers that just came back:
Box and package:
What you get:
Click for more pics!
Snow Performance Stage 3 Boost Cooler Water/Methanol Injection – Proving Grounds – Tech
Turbocharged engines love cold, dense and detonation-free intake charges, but providing those optimal conditions can be a bit of a challenge in the real world – especially when race gas can cost upward of $10 a gallon. Therefore, for most of us, pump gas has to suffice. Problem is, the lower octane levels prevent us from extracting every last ounce of power from our motors, so we go about our business making due with what power we extract from pump gas. There is, however, a much less costly solution to extracting race gas-like numbers from your turbocharged engine, and it comes in the form of methanol injection.
Methanol is rated at about 116 octane, so injecting it into your intake tract will raise the effective octane level and increase detonation resistance in your fuel. (Not to mention the added benefit of cooling your pressurized charge.) Methanol is usually distilled with water (50/50) to reduce flammability (methanol has a flash point of 140 degrees Fahrenheit – when mixed with water, it increases to approximately 650 degrees). It also makes it easier to tune because the air/fuel ratio won’t be affected as much, and it’s much more cost effective – on average, a gallon of meth/water injection would cost you $1.50, yet the mixture still retains the same knock-resistant, high-octane cooling properties that your engine so badly longs for.
Using the Tephra Mod V-1 ECU mod, we used an added pressure switch to the AEM Meth injection kit to switch maps. Once the AEM controller switches on the meth pump, pressure builds in the line and closes the switch. The switch activates the second map that is stored in the ECU. This second map pulls fuel and adds timing and boost.
For more info on the Tephra ROM hack and payment info, see here:
We ran a dyno pull with the meth injection off (red line). Then a couple pulls with meth on as normal (green adn blue lines) Then the next three pulls are with Sam in the trunk pulling the fuse for the meth pump in the middle of the run.
After doing some research and comparing brands, my intercooler of choice was the AMS unit because of its cast end tank design, excellent fitment and 80 percent increase in flow area over the stock intercooler. The bar and plate core measures 12.4×20 inches wide and is 3.5 inches thick while flowing 1,250 cfm. Plus, it’s the same intercooler AMS runs on its 750-whp time attack EVO X – meaning you’ll never have to upgrade it again.
To go along with the FMIC, I also picked up the AMS upper and lower hard piping kit. The factory piping consists of many rubber pieces that tend to expand under high boost pressures and can become prone to popping off as the rubber deteriorates over time. The AMS four-ply…
Netting A Massive Gain Of 51 Whp And 35 Ft-Lbs Of Torque, The EVO X Proves Very Mod Friendly.
The EVO is one of those cars almost everyone buys knowing that they will eventually modify it. With the older-generation EVO VII and IX, you’ll be hard-pressed to find a stock one for sale. Almost every one of them has some type of aftermarket part on it, but the X is a bit of a different story. Being a brand-new car on the market, owners are a bit hesitant to mod them because the chance of losing their warranty is high.
I can agree with that argument for about 10 seconds. Then I step on the pedal and a surge of 50-plus wheel horsepower over stock pushes me back into my seat, and I can’t find any reason why an EVO X owner would putt around stock. It’s just so easy to unlock so much power for so little money while never worrying about reliability…
A nice video production by the guys at The Smoking Tire of Russ Taylor in his RRE Powered EVO X tearing up the track and an unsuspecting BMW as he learns to try to handle 460 whp of 4B11 power. Only one BMW was injured during the filming of this video on a NASA weekend.
Modified Magazine put up a youtube video of the dyno session from when we did some dyno tuning on the RRE AWD Dynapack dyno…
By Jason Kavanagh, Engineering Editor | Published Dec 21, 2009
“Beat the GT-R around Streets in the blue Evo. I still want to take my kids to bassoon practice with it, though. And you know how I hate getting my hands dirty. I’m an ‘arrive-and-drive’ kind of guy. Get it right or pack your stuff, Pal.”
With these words from Scott Oldham, IL‘s big enchilada, it was clear from the outset that Project Evo, our long-term 2008 Mitsubishi Evo GSR, wasn’t to be a one-string banjo. The boss wanted a fair fight.
A fair fight? Not the words you’d expect to hear when it comes to challenging a 2010 Nissan GT-R, one of the most comprehensively fast cars extant.
Streets of Willow Springs is a road course in the high desert of Southern California. It’s got a mix of corners, cambers and speeds. It’s technical. Every weekend…
Video and Read More:
By Jason Kavanagh | September 16, 2009
Once the turbo, clutch and injectors were installed in Project Evo X, Mike Welch of Road Race Engineering got to work on the dyno.
Let it be known right now that to make real power on 91 octane, regardless of the hardware involved, is a royal pain the rear. Mike had his work cut out for him before he even began.
Oh, and Mike raised the crazy up one more level. He filled our tank with 91 octane from 7-11. It’s madness, yet there is method to it–if he can make our car knock-free on this utter crap fuel, then it’ll be safe on any fuel we’ll ever fill the tank with.
On to the tuning, then. First he scaled the bigger ID1000 injectors in the ECU and roughed in a conservative calibration. From there he gradually tuned the car, adjusting those scaling parameters, changing intake and exhaust cam timing, boost pressure and ignition timing.
During and between runs Mike monitors more than just output. There’s knock activity, fuel trims, air-fuel ratio, coolant temperature, intake temperature, intercooler effectiveness… you could say that a tuner’s job is like juggling cats next to a running chainsaw. If one cat gets away from you…
…ask him to switch off the chainsaw.
Eventually, the car stopped making power and started becoming knock-sensitive. That’s usually the point where you’re done and need to back off a bit to have a safe calibration.
The problem is that at this point, it just wasn’t making much more power than it was with the stock turbo. Everything looked good otherwise (and we have a nice closed-loop idle with the ID1000s; no nonlinearities, and a relaxed 62% duty cycle at redline).
As for the power situation, long story short, our car still had the stock exhaust elbow and downpipe. And that was a problem.
This elbow is that part of the exhaust that connects the turbo’s turbine discharge to the cat. Stock, it’s a restrictive little thing. One theory is that Mitsubishi engineers had to make the elbow all kinked up to accomodate right hand-drive cars. Basically, to keep it away from the steering shaft that pokes down in that same region.
Whatever, the operating theory is that the stock downpipe was very likely choking off flow and introducing backpressure. To address this, AMS sent us a higher-flowing replacement they call a Widemouth Downpipe. It’s an apt name. Comparison between the AMS Widemouth and stock piece can be seen below. You could drop a baseball in one end and of the Widemouth it would drop out the other.
It beautifully made, too, comprising cast stainless segments with a generously-sized flex section to replace the stock spring/bolt arrangement.
Back on the dyno with the new downpipe–RRE mentioned that installing the Widemouth was a bit tricky due to the physically larger GT30R–Mike noticed an immediate benefit. The car was now less detonation-prone, so he was able to better exploit the higher-flowing nature of the GT30R. From about 4200 rpm to redline, the Widemouth allowed him to tune in an additional 25 hp… and that’s with running a bit less boost in the midrange, too.
So the lesson here is that matching components is critical when we’re talking about the kind of output this 2.0-liter engine is making while being fed The Worst Fuel On Earth.
This post is getting long-winded so I’ll post up a dyno chart of its final state of tune in a followup blog entry.
Jason Kavanagh, Engineering Editor @ 25,000 miles.
2008 Mitsubishi Evo GSR: Tuning at Road Race Engineering
By Jason Kavanagh | September 17, 2009
Some tuners use ECUFlash. Others swear by EcuTek. Mike Welch of Road Race Engineering, on the other hand, doesn’t play favorites.
While Project Evo X, our long-term 2008 Mitsubishi GSR, was in his care, Mike constantly switched between the two calibration interfaces while on the dyno. It turns out that certain functionality and datalogging can only be accessed through the EcuTek interface, while other tables are better served by ECUFlash. An ECUtek license costs real money, though, and uploading changes to the ROM takes several minutes instead of seconds. So he uses both. These are the tricks you learn when you’ve been modifying Mitsubishis since 1994.
After adjusting the calibration on the dyno until he was satisifed it was producing safe and consistent power, checking the vitals on the street and making subtle tweaks, he was done tuning Project Evo X with the Garrett GT30R turbo.
2008 Mitsubishi Evo GSR: Road Race Engineering Cosworth Cam Install
To find out just how much power Project Evo, our Long-Term 2008 Evo GSR, currently generates, we went to someone who knows these cars.
To find out just how much power Project Evo, our Long-Term 2008 Evo GSR, currently generates, we went to someone who knows these cars.
Road Race Engineering has been working on Evos since before they were sold in the USA. And they’ve been building, racing, tuning, modifying and repairing 4G63s since 1994. You could say they know a thing or two hundred about how to make Mitsubishis go fast.
In Road Race Engineering’s huge 6,000 square foot facility in Santa Fe Springs, CA, they got to work. Project Evo’s wheels came off and the four Dynapack hub dynos were carefully bolted on.
Then we fired the engine, warmed it up to operating temperature by “driving” at light load and did a few pulls.
Now, before we go any further, it’s important to remember that not all dynos are created equal. Comparing results from different dynos is a fruitless and deceptive exercise. Even if you test the same car on two different dynos on the same day, the results can be all over the map.
In fact, we’ve already done that exercise with a GT-R.
Since you just clicked that link and re-read the test, you know only to compare results from Road Race Engineering’s Dynapack dyno to other runs made on that dyno. A dyno is a tuning tool, not a manhood-measuring device. Focus on the gains rather than the absolute numbers.
Whew, okay. Back to Project Evo’s baselining exercise.
We did four or five pulls and the peak numbers were about 320 lb-ft and 325 horsepower. I say “about” because the run-to-run variation floated a few hp or lb-ft higher or lower than these values. I’ll post a representative dyno chart once my latptop starts cooperating.
Mike Welch, owner of Road Race Engineering, says that bone-stock Evo Xs typically generate about 250 horsepower on this dyno.
Factor in your favorite guesstimate for drivetrain loss based on all of this and we can see that we’re roughly 65 horsepower shy of our power goal for Project Evo.
So, now what? With a decent complement of bolt-ons, the next logical step is cams. We talked with our friends at Cosworth in Torrance and they handed us a set of Cosworth MX1 cams, which Road Race Engineering graciously volunteered to install and re-tune for.
More to come.
Jason Kavanagh, Engineering Editor @ 15,851 miles.*
*we drove two miles on the dyno.
From Schooled Magazine September-October 2008 Issue
Over the next few issues, Schooled Magazine and Road Race Engineering (RRE) will take a stock 2008 Mitsubishi Lancer Evolution X and perform some serious modifications to show you what you can do to enhance your vehicle. This issue I hung out with the RRE crew as they modified the performance of the vehicle. By Russ Taylor
When choosing an intake system it is important to consider airflow. The more airflow the engine receives the better it will run. To find the best intake system for the Evo X, we wanted to compare three different systems to see what would give the best gain. With the three systems-the stock intake, Injen Cold Air and AEM Cold Air Intake- Schooled headed to Road Race Engineering (RRE) located in Santa Fe Springs, California to get the dyno results on which system would give the best performance gains. The dyno is a system that measures horsepower (WHP) of the vehicle.
I met up with Mike Welch, the master tuner at RRE, who has been tuning Mitsubishi vehicles for over 12 years. He was the perfect person to handle the intake challenge for the Evo X. We started with the dyno run to find the base numbers to compare against. The dyno placed 248 WHP with no modifications done to the vehicle with the stock intake system installed. Now that we had a baseline to judge by, we were then able to compare the two intake systems.
We started with the Injen (www.injen.com), and the results were depressing. There was only a 2 WHP gain. Considering that the unit retails at over $400, this was definitely not a very good bang for the buck.
We then tried the AEM intake (www.aempower.com) which increased the vehicle with a power gain of 26 WHP. With the cost of the intake at $285, this was a huge gain for a low price. AEM’s engineers took a different approach and designed a power-producing enclosed airbox. The airbox is constructed from cross-linked polythene. AEM’s revolutionary DRYFLOW synthetic performance air filter is the first cleanable, reusable performance air filter that does not require oiling to filter and trap dirt.
Even though the Injen unit looks considerably nicer with polished pipes than the AEM intake, the 26 WHP gains made our choice obvious- to go with AEM for the project.
Custom Fabricated Exhaust by RRE
To help with the airflow for the vehicle, RRE made a custom fabricated exhaust system. Art Thavilyaei, one of the RRE crew, pieced together what later would become a custom fabricated dual exhaust system.
RRE decided to use 3” piping going into dual 2.5” piping for the rear section, and the process was amazing to watch. They start by removing the stock exhaust system. A jig is used to hold the new piping in place as measurements are taken and airflow is considered. Once each piece is measured, it is then cut, ground, and welded in place with the use of the jig. Each bend and weld in the exhaust system potentially decreases the amount of airflow from the engine. Art took his time to ensure that the end product would produce the greatest amount of airflow from the vehicle.
After several labor-intensive hours, Art finished with the placement of the exhaust system only to have to remove the entire exhaust to perform the finishing welds. He completed the welds to perfection, and he placed the finished exhaust on the EVO X. Mike ran the car on the dyno and saw a 17 WHP gain over the stock exhaust. The total cost for the exhaust system like this from RRE is $650. It gives the vehicle solid power gains and sounds a lot nicer.
With the AEM Cold Air Intake and the custom fabricated exhaust by RRE, we saw a total 45 WHP increase on the vehicle. “The best bang for the buck is the intake and exhaust,” says Mike. With a total of 45 WHP gain, Schooled Magazine would have to agree.
In the next issue Mike will perform a custom tune and will add some additional performance parts to get the most gains possible out of the Evo X. You don’t want to miss the next issue of Schooled!