BOLT-ON PARTS KICK ASS ON OUR RALLIART

The Mitsubishi Lancer Ralliart presents a capable platform at an entry-level price. In 2009, Mitsubishi released a Ralliart trim package to the Lancer lineup that involved more than just simple badging and cosmetic enhancements. This Lancer Ralliart edition delivered AWD, the SST dual-clutch transmission from the EVO X MR and a detuned version of the 4B11T EVO X engine. Often mistaken as a “Baby EVO”, the Ralliart is really a Lancer on EVO steroids. While there are a number of similarities between the two platforms, the Lancer Ralliart is to the EVO X as the WRX is to the STI.

4B11T Engine

The primary difference between the Ralliart and EVO engines is the turbocharger. The Ralliart runs a smaller, single-scroll Mitsubishi TD04HL-15T while the EVO sports a higher-flowing twin-scroll TD05-152G6. The Ralliart’s smaller TD04 turbocharger is chiefly responsible for the 54 flywheel horsepower difference in advertised horspower. Still we hoped to see if we could get our Project Ralliart up to stock EVO power figures with the right mix of performance parts.

The Parts

New to the D’GARAGE stable this year is a 2010 Lancer Ralliart that replaces our original orange workhorse. Since this vehicle was purchased used we replaced the existing oil and filter with 5 quarts of ENEOS Sustina 5W30 synthetic oil and a K&N Performance oil filter. The Sustina line is produced from a 100-percent synthetic base oil that ENEOS claims is able to maintain a stable viscosity over a wider temperature range, ensuring maximum protection and minimal internal friction. K&N’s oil filter line features heavy-duty construction for high-performance applications and a filtration media that traps up to 99-percent of harmful particulates.

Peak performance and reliability requires proper engine ECU calibration. For this purpose, the COBB Tuning AccessPort is one of the most popular choices on the market. With it, the factory ECU can be reflashed with a vehicle-specific set of map tables or a downloadable “general tune” whenever performance parts are added or other system changes made. We used AMS custom-built maps along with AMS products. To increase the Ralliart’s boost levels safely and consistently, AMS developed a proprietary boost-stabilizing component. The AMS Boost Pill is a vacuum-line insert used to stabilize factory boost levels. Because this vacuum restrictor also allows for increased boost pressure levels, it must be installed in conjunction with an ECU reflash or other type of fuel and ignition compensation.

Once these items are addressed it’s time to start the performance bolt-ons. Increasing intake airflow in a turbocharged vehicle can provide significant power gains through greater volumetric efficiency and increased boost production levels. If the fuel system is not able to keep up, however, serious engine damage may occur. The AMS Ralliart Performance Intake replaces the somewhat restrictive factory resonator box system. This allows a greater amount of air to flow into the system. It also provides a method to mount the factory bypass/recirculation valve in a manner that doesn’t hinder performance or set off any CEL or trouble codes. Installing the AMS intake requires a smaller or relocated battery. The simplest solution is the AMS Small Battery kit. The intake also requires a new engine calibration map to be loaded through the Cobb AccessPort.

On a turbocharged vehicle like our Ralliart, improving exhaust gas flow ensures maximum efficiency and power production. The AMS Twin-tip cat-back exhaust system attaches after the catalytic converter. It consists of a mandrel-bent 304-stainless steel pipe leading to a single-inlet dual outlet muffler. All connections after the cat are slip-fit and include the required clamps and twin 4-inch angle cut muffler tips.

Cooling the charge air on a turbocharged vehicle increases the mass of air available for combustion as colder air has a higher density. The AMS Performance Intercooler Kit utilizes a bar-and-plate style core that is said to have 270% more internal flow area than the stock unit. The kit also replaces the factory rubber upper-pipe (known to swell under boost) with a larger-diameter 2.5-inch “hard” pipe.

A high-flow catalytic converter further reduces the exhaust backpressure on a turbocharged vehicle which can improve turbo “spooling” and power production. The AMS High-flow Cat replaces the factory ceramic-core unit with a smaller steel-core unit mounted in a 3-inch ID flanged tube. It also includes a bung for the factory O2 sensor. However, the vehicle will no longer be street legal in this configuration in most states so save the stock cat for the street.

The Dyno

The Ralliart features a TC-SST all-wheel drive transmission similar to the system found in the EVO X MR. We were unable to complete any of the actual tuning parts at GReddy Performance’s R&D all-wheel-drive dyno. However, we did record baseline passes to log pre-and post tuning numbers as registered on GReddy’s Dynojet. So, we moved our tuning equipment up the street to Dynamic Autosports in Lake Forest, CA.

On Dynamic’s Mustang Dyno, we strapped the car down and, with the fans in place, our Ralliart put down 205whp and 234 lb-ft of torque. With a baseline established, we drained the existing engine oil and removed the factory oil filter. The 4B11T was then refilled with ENEOS Sustina 5W30 synthetic oil and a K&N Performance oil filter. With the oil service complete and the car back on the dyno, the Ralliart managed a steady increase of approximately 3.0-to-4.0 horsepower across the entire lower-end of the powerband. The higher-end of the powerband showed increases on a smaller magnitude of 1.0-2.0 horsepower. Peak power production increased to 207whp with a corresponding 4 lb-ft increase in torque, which checked in at 139 lb-ft at its peak.