$122.99 inc the E85 Hose and clamps and Priority Mail 2/3 Day Shipping
The new AEM 320 lph drop in fuel pump for the EVO X (AEM part number 50-1220) is currently our go-to fuel pump for the best fit and best reliability. We never had much long term luck with the other drop in pumps for the EVO X. Premature wear and clogged up filters were becoming too common.
We have also seen many stock fuel pumps die, some on the dyno right in front of us. While the stock pump when everything is working perfect will keep up with up to 350 whp on pump gas, once the pump and fuel gets hot some random fuel pressure drop offs become common. This has caused some busted spark plugs and the resultant mess from running lean.
When we sell or install the AEM 50-1220 drop in pump for the EVO X, we include a new fuel pressure hose that is compatible with E-85. Even if you have no plans of running E85 now, sooner or later you will :-)
There will be random reviews around the web on other versions of AEM fuel pumps. They are older reviews and “How-To’s” before this EVO X specific pump was available. Some people try to use the Walbro 255 size pumps and they require special expensive adapters that eliminate the fuel filter housing. Look! No filter housing :-P
In addition to running no pick up sock, the car that this pump came out of had no fuel filter under the hood either. He was on his second motor after breaking sparkplugs on his first motor with this setup.
Many people confuse the fuel pre filter on the bottom of the pump for the actual fuel filter. That pick up pre filter is just there to keep swarf out of the fuel pump. You need a proper filter after the fuel pump (miniature inline screen filters don’t count)
This means that we prefer to keep the factory filter housing in place and functional. We have also seen some seriously sketchy fuel pump installs. Some by under water basket weavers, many with kinked hoses. Often with the wrong hose not rated for high pressure. Somehow something that seems easy to install ends up making a mess.
The AEM 50-1220 fuel pump also fits several other vehicles besides the 2008-15 EVO X and RalliArt. Here is AEM’s propaganda for all vehicles:
AEM’s 320lph E85-Compatible High Flow In-Tank Fuel Pumps feature robust internal construction that is designed to withstand the low lubricity characteristics of ethanol and methanol fuels, and are tested to work with ethanol fuels up to E100, methanol fuels up to M100 and all types of gasoline. This physical size of this fuel pump makes it a great replacement for the 2000-’09 Honda S2000, 2000-’05 Honda Civic, 1992-’01 Acura Integra, 2002-’06 Acura RSX, 2002-’15 Mitsubishi Evo, 2002-’07 Subaru WRX, 2013-’15 Subaru BRZ, 2013-’15 Scion FRS and many other popular enthusiast applications (NOTE:The plug wiring may need to be updated for some applications). Its compact, short body design (65mm length) with mounting hooks also makes it ideal in universal applications that have fuel tanks with tight tolerances.
The AEM 320lph E85-Compatible High Flow In-Tank Fuel Pump is designed for in-tank mounting on high performance naturally aspirated and forced induction vehicles. It features a compact 39mm diameter that fits most applications and an offset inlet design that eases installation.
The 320lph E85-Compatible High Flow In-Tank fuel pump includes a wiring harness, pre filter and O-rings. Every AEM 320lph E85-Compatible Fuel Pump is tested to flow 320 lph at 43 PSI before it is packaged for sale.
- Tested and compatible with ethanol fuels up to E100, methanol fuels up to M100 and all types of gasoline
- Designed for high output naturally aspirated and forced induction EFI vehicles
- In tank design
- Each pump is tested to flow 320 lph @ 43 PSI
- Compact body (39mm diameter x 65mm length)
- Includes pre filter, hose, clamps, flying lead, end cap and rubber buffer sleeve
What is the best 3 port boost control solenoid for the Mitsubishi EVO? We like this one :-)
It comes complete with silicone hose and zip ties for mounting and securing hoses. The RRE 3 Port Boost Control Solenoid includes a direct plug in connector to fit the EVO 8/9/X
We use these about 8 times a week on all of the cars that we tune in house here at RRE. We find that it is more responsive and smother than the more expensive ones. Solenoids will make some noise when they are clicking so we typically will zip tie the BCS to a hose or wire loom to isolate the possible sound. These can be used with the 3rd port venting or with the air going back in. We typically vent it to keep things simple. Fittings are included to run the BCS either way. Many aftermarket intakes have janky fittings and tiny nipples that are not well secureds for the vent air to blow back in to the intake. The less you push and pull on those little fittings the better.
Price includes standard ground shipping within the lower 48 states.
We use and sell only ETS for intercoolers and piping. It comes down to value. There are some Chinese pipes out there that are cheaper. But the quality of the hoses is horrible and fitment is random. For the upper pipe often the support bracket to the radiator support will break off creating a boost leak. There are more expensive pipes out there too. Maybe they are cuter, maybe the company has a fast race car that they need to pay for. But the expensive pipes won’t make your car any faster. Here in “Kalifornia” we need to keep things on the stealthy side so we only offer the black piping with black couplers.
Mostly we recommend upgrading the intercooler pipes and the intercooler all at once. If on a budget, do just the upper pipe for now and the rest later. For the lower pipe and the intercooler install, the front bumper cover pretty much needs to come off. Might as well do them together.
ETS Upper Intercooler Pipe
The upper intercooler piping starts with a smooth mandrel bent 2.5″ stock turbo outlet pipe which connects to the remainder of the hot side piping. The stock turbo outlet pipe is separate to allow it to be swapped out with the installation of the ETS EVO X turbo kit to come so that the remainder of the upper piping can be retained. This ensures that you never have to “upgrade an upgrade” and spend more money on a new upper pipe when it comes time for a big turbo kit. Making the connection from the turbo outlet pipe to the intercooler is a single-piece mandrel bent 2.5″ upper intercooler pipe.
The ETS Mitsubishi Evolution X Upper Pipe removes the restrictive factory hose which is 1.75″ after the turbo outlet and replaces it with a full 2.5″ upper intercooler pipe which helps with throttle response as well as reliability. The factory hoses are prone to ballooning and blowing off under high boost over time.
- 2.50″ Mandrel Bent Piping
- Upper Intercooler Pipe
- Upper Intercooler Pipe Bracket
- 4-ply Silicone
- T-Bolt Clamps
- Includes all mounting hardware
ETS Lower Intercooler Pipe
The ETS Mitsubishi EVO X Lower Piping Kit removes the factory rubber hoses which are prone to ballooning and popping off under higher boost pressure over time.
From the intercooler outlet the 2.5″ mandrel bent piping continues around the core support, with only two smooth gradual radius bends in its entire length, to the lower intercooler pipe bracket before making a straight shot up to the throttle body. ETS 4-ply silicone and 100% SS T-bolt clamps are included for every connection to ensure that blown off intercooler piping stays a thing of the past.
- 2.50″ Mandrel Bent Piping
- Lower Intercooler Pipe Bracket
- 4-ply Silicone
- T-Bolt Clamps
- Includes all mounting hardware
- Does not block the oil cooler ducting like some of the competitor pipes
- Works with GSR and MR transmission as well as the stock airbox and blow off valve. (Direct replacement of factory unit)
Extreme Turbo Systems Intercooler Only
Mostly we use the 3.5″ core. The 3″ core could work for someone that was going to be stock turbo for life. But then who does that? The 3.5″ FMIC isn’t too big for the stock turbo, yet will still handle easily anything that an upgraded turbo can flow. Even up to 800 whp. Sure a 4″ FMIC will add some flow, but with the trimming required and the extra cost, it is for that 1% of hard core drag racers. We use FMICs from ETS because of the value. There are some with cast end tanks that cost $100 more but in the end make only the same power as an equivalent ETS assembly.
Because we are in California we typically sell them without the “ETS” stencil. Black anodizing is also an option. For stencil and black anodizing please email for pricing and time frame involved. These options can add considerable time to an order. The above prices include standard ground shipping within the lower 48 states. Inquire for shipping
- Pressure checked at 35 psi.
- Bolt on design to retain crash beam.
- Fills the entire grill with core.
- Stainless steel t-bolt clamps.
- 4-ply couplers.
- Includes all mounting hardware.
The obvious tie-in between the UICP and LICP is the ETS EVO X Intercooler. This unit is a tour de force in efficiency, distribution and flow. The factory inlet and out locations allow for the inlet and outlet to be at diagonally opposing corners of the core. This provides the best possible airflow distribution through the core’s height making sure that all charge rows are used effectively. The Auto CAD drawn end tanks are as smooth as on the previous EVO intercooler with aluminum metal forming that looks more like artwork than end tank. Between the tanks is any one of our sizing options with 3″, 3.5″ or 4″ intercoolers as BOLT-ON designs behind the factory crash beam and above the factory undertray. 4″ requires trimming and additional fitment.
AEM and AMS both make an EVO X intake with larger than stock 3″ cross section MAF housings. The larger MAF housing can mess up the fuel trims and when tuned need some fine tuning of the MAF Scaling tables. But they can help get the last couple HP out of the stock turbo and are a necessity for upgraded turbos. But take the 3″ intake up to 3.5″ and the upgraded turbo really comes alive. We are talking another 20-25 whp up top.
Here are some pics of a custom made 3.5″ MAF housing and cold air intake for an EVO X. ETS makes a nice ready made kit that we’ll often use. But sometimes the best stuff is custom made. We used a 3.5″ aluminum U-Bend to build the intake pipe and MAF housing and welded on a billet machined AMF sensor mounting plate.
An AEM Dryflow filter with a built in velocity stack 6″ diameter by 9″ long is as large as can be fitted. We also made a full heat shield that incorporated the stock fresh air ducting.
We’ve been helping out Chilean BMX racer/freestylist and X Games star Coco Zurita for a couple years now since we found him with some melted brake pads at California Speedway with his EVO X. He and his car have been steadily getting faster and faster over the last couple years since them. Coco’s good friend JC Pieri shot some cool video blending his two passions. His EVO and his bike riding into a movie short. This was shot over two days here at RRE, Downtown LA and at Woodward West where Coco mentors and trains. Enjoy!
We previously went over the EVO x’s 4B11 timing chain stretch woes here. On a good day when everything is working correctly the ECU uses the cam position sensors along with the crank angle sensors to calculate the stretch of the timing chain. When it all works like it’s supposed to, the dash warning system shows a big triangle warning sign so you can get things checked out.
All too often this system fails the owner. We have had cars with the timing chain well within spec get various timing chain and (more…)
Not enough, too much, life is about quality time. Chrono is Greek for “time”. Jin’s 2013 EVO X GSR tends to shorten the time it takes to get from Point A to Point B. He has simple mods, AEM CARB legal intake and a RRE Stealth cat back exhaust. The GSR is running a safe track tune at 290 whp on the RRE AWD Dynapack dyno.
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 race car, 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 and on the track that is a lot of work to keep things from melting. 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 in competition.
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 no longer offering this service. Centric changed to a different powdercoating company a while ago and the current finish is not the same as shown in these pics below. Sorry for the older teaser pics.
Current powdercoating process looks more like this:
Centric can still do the rebuild on a Brembo EVO caliper and get the rebuild part mechanically perfect. But the powdercoating is more what you can expect for a race car. The caliper will be red. It may have random dirt specs in the finish, it will have orange peal. But it will be stuck down and a high temperature red. Same price as listed below. Sorry but it just is what it is they say.
Old pics and original post below.
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: (old process, not a current pic)
What you get: (old process, not a current pic)
Front: (old process, not a current pic)
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.
We were at the Redline Time Attack World Finals this last weekend and we came across BMX big air star Coco Zurita in the pits with his brakes on fire. He is getting into Time Attack and has a mostly stock EVO X that is running pretty fast. A bit too fast for his stock brakes anyways.
So we dug through our spares and got him some Stoptech Sport pads to replace his crumbling pads that he had in there. We then also flushed out the brake hydraulic system with fresh Stoptech STR 600 brake fluid and got him back on the track.
Here is a video he made from the weekend.
Price of $304.99 includes Standard Ground shipping within the lower 48 states.
AEM’s Cold Air Intake for the EVO X uses their latest design technology to create and manufacture a high HP intake while remaining stealthy. The kit uses an AEM Dry Flow filter inside a large air box that is fed from the factory cold air ducting. We have tested this intake at a 16 whp gain on a stock car. The way that they have run the boost control recirculating hoses back into the intake raises boost a bit. The larger MAF housing cross section does two things. First, on an untuned car it will lean it out a bit. This is one reason that the AEM intake for the EVO X makes power. Once tuned, that benefit goes away to a point. But then the larger MAF does allow for more airflow into the motor. Once you have big cams, an upgraded turbo and more, then the larger 3″ MAF along with proper tuning will get you greater gains than the intakes that use the stock MAF housing (K&N, ETS)
Suction tube is a molded EDM rubber piece. Looks factory. OEM quality.
Filter is inside the box:
All done and buttoned up.
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.