cheekychimp
Well-known member
Quoting sargeek1975:
Help me out here (cause I'm not the brightest bulb when it comes to memorizing cfm's for turbo's, sizes, yadda yadda); but how much more/better does an Evo VIII/IX/X flow over an Evo III 16G? I know they each are a little different from one another; but I 'assumed' they were all fairly close. Unless you're going to meth or something outrageous; I would think that each of these turbo's can do 400whp all day long with the proper mods. Want more than that? Prepare to spend some money. (yes; I've seen cars push more with these turbo's, but 400 is a good spot to say anyone can make it there with those turbos without getting ridiculous)
So why go through the hassle of of getting something that's not a bolt on, will cost you MORE money to mount; but still 'stock'? When your end result will be fairly close to the Evo III 16G?
'Cool' factor?
Am I missing something?
I think to really evaluate this mod you need to look at the wider picture. Both turbos are clearly 400 hp capable but we are talking about more than peak power output here. Mitsubishi clearly has (or had) a huge R&D budget and I don't think they made changes in their turbo design without good reason. The fact that they continue to use the newer twin scroll design should be evidence in itself before you even look at dyno graphs and the increased performance of each model they produce.
Secondly although people have produced 400 hp on an EVO III turbo proving it can be done, 400 hp is not the norm and is usually associated with a significant number of supporting mods. Now obviously for either turbo if you are increasing boost pressure and power you will need supporting fuel mods BUT you still have to consider the cost of everything else most guys use to get 400 hp out of an EVO III like cams, exhaust manifold and O2 housing, higher compression pistons, rods as well in some cases. This issue comes down to how many similar mods would be required to get 400 hp out of an EVO X turbo on our cars.
The last thing that still makes me want to consider this setup is that parts for our cars are becoming increasingly rare and whilst I am not sure we are in any real danger yet I think availability of the EVO III 16G will eventually diminish but that at that time the later EVO stuff being much newer will still be in circulation.
Alan also made a small, but I believe very relevant point above in that running this setup would move the downpipe away from the alternator which we all know could significantly help extend the alternators life. That revshift manifold is $800. I reckon you could get a downpipe done for maybe $300 and pick up a used low mileage IX/VIII stock turbo for $250-$300 and an O2 housing for $100. So about $1500 all in. It's not cheap but not that extravagant either given what we spend on our cars.
At the drag strip it may not give much of an advantage but on the street in terms of spool, increased response and low end power and torque I think it would be worth it. I've never had a 16G setup so I've decided to go that route first to cut my teeth but on the daily driver I am convinced that in the future if EVO III turbos get too expensive or too difficult to find, this is the obvious affordable progression for a 350-400 hp street car.
Help me out here (cause I'm not the brightest bulb when it comes to memorizing cfm's for turbo's, sizes, yadda yadda); but how much more/better does an Evo VIII/IX/X flow over an Evo III 16G? I know they each are a little different from one another; but I 'assumed' they were all fairly close. Unless you're going to meth or something outrageous; I would think that each of these turbo's can do 400whp all day long with the proper mods. Want more than that? Prepare to spend some money. (yes; I've seen cars push more with these turbo's, but 400 is a good spot to say anyone can make it there with those turbos without getting ridiculous)
So why go through the hassle of of getting something that's not a bolt on, will cost you MORE money to mount; but still 'stock'? When your end result will be fairly close to the Evo III 16G?
'Cool' factor?
Am I missing something?
I think to really evaluate this mod you need to look at the wider picture. Both turbos are clearly 400 hp capable but we are talking about more than peak power output here. Mitsubishi clearly has (or had) a huge R&D budget and I don't think they made changes in their turbo design without good reason. The fact that they continue to use the newer twin scroll design should be evidence in itself before you even look at dyno graphs and the increased performance of each model they produce.
Secondly although people have produced 400 hp on an EVO III turbo proving it can be done, 400 hp is not the norm and is usually associated with a significant number of supporting mods. Now obviously for either turbo if you are increasing boost pressure and power you will need supporting fuel mods BUT you still have to consider the cost of everything else most guys use to get 400 hp out of an EVO III like cams, exhaust manifold and O2 housing, higher compression pistons, rods as well in some cases. This issue comes down to how many similar mods would be required to get 400 hp out of an EVO X turbo on our cars.
The last thing that still makes me want to consider this setup is that parts for our cars are becoming increasingly rare and whilst I am not sure we are in any real danger yet I think availability of the EVO III 16G will eventually diminish but that at that time the later EVO stuff being much newer will still be in circulation.
Alan also made a small, but I believe very relevant point above in that running this setup would move the downpipe away from the alternator which we all know could significantly help extend the alternators life. That revshift manifold is $800. I reckon you could get a downpipe done for maybe $300 and pick up a used low mileage IX/VIII stock turbo for $250-$300 and an O2 housing for $100. So about $1500 all in. It's not cheap but not that extravagant either given what we spend on our cars.
At the drag strip it may not give much of an advantage but on the street in terms of spool, increased response and low end power and torque I think it would be worth it. I've never had a 16G setup so I've decided to go that route first to cut my teeth but on the daily driver I am convinced that in the future if EVO III turbos get too expensive or too difficult to find, this is the obvious affordable progression for a 350-400 hp street car.
