New for all 2006 Lancer Evolution models is the Mitsubishi Innovative Valve timing and Electronic Control (MIVEC) system, which adjusts the intake valve timing for optimal combustion, resulting in more horsepower and torque. The 2.0-liter DOHC intercooled-turbocharged 4G63 engine was tuned to deliver maximum power and improved engine response, now generating 286 hp and 289 lb-ft of torque. With numerous updates on the EVO IX including a revision in the turbocharger's compressor housing, and an exhaust system that offers improved flow, the Evolution is truly a race-bred-rally car built for the streets.
The car comes with a shitty looking radio. That's pretty much the only fault the EVO is credited with when it comes to complaints. In all honesty, we didn't find much else to complain about the MR besides a thirsty engine that consumes fuel like a drunken sailor and a rather suspect clutch setup from the dealership that was destined to fail after hard driving on the 6-speed setup.
With 1100 miles on the odometer, the EVO IX was freshly broken in and ready for the operating table. The owner of the EVO specifically requested 2NR to locate and use products that were vehicle friendly and didn't hurt the overall performance of the vehicle. We decided to test products that were often overlooked by EVO MR owners, as simple bolt-on parts that could net your EVO to more than 300 wheel hp in less than a day's time. With the EVO strapped to the dyno, the MR managed to squeeze out 257 hp and 252 lb-ft of torque to the wheels.
2006 Mitsubishi Lancer Evolution IX MR
PEAK HP 257.7 / PEAK TQ 252.3
Owner: Jeff Mall
Dynamometer Model: Dynojet Dynamometer
Testing and Photos: Scott Tsuneishi
When it comes to the hundreds of various cold-air and short ram intakes on the market today, none work as well for the EVO as a stock replacement filter when knowlegable tuning isn't involved. K&N replacement air filters are designed to fit right into the standard OEM Mitsubishi Evolution air box. With no necessary modifications required by the owner, the replacement filter is installed by simply removing the four factory clips and popping the unit in place. Using a urethane rubber construction to improve the air box seal over the factory element, the K&N filter's construction consists of four to six sheets of cotton gauze layered between two sheets of aluminum wire mesh.
We were reluctant to see any gains using a replacement filter on the EVO as most of our previous tests on other EVOs had been performed using a cold-air intake system. Luckily for the EVO community, we were well aware of the many problems that the cold air intakes had caused on EVO's sporting a stage 1 or stage 2 setup with basic bolt-ons. The more common problems we found among EVOs using an aftermarket filter was associated with the "finicky" factory ECU that nets either a serious loss or minimal gain in horsepower without addressing proper tuning. The drop-in element filter was used to showcase a gain in horsepower throughout the entire powerband without any necessary tuning, while eliminating the loss in bottom end and midrange power which was a common occurrence with aftermarket intakes.
Performance high-flow air filter
A series of dyno runs were performed using the K&N replacement filter to ensure the power gains we had obtained were indeed not a fluke. Being pessimists when it comes to producing true power, we ran the filter- equipped EVO numerous times on the dyno to make sure the ECU did not compensate for the filter causing an unwanted drop in horsepower or even worse, a loss over stock. To our delightment, the filter performed exceptionally well as dyno charts show as a smoother graph throughout the powerband until 7400rpm, where it was obvious that tuning would obviously help to quell this boost-dependant vehicle. We found a gain of 12hp and 13 lb-ft of torque improvement over our baseline run while peak horsepower improvements netted 4.3hp and 3.1 lb-ft of torque.
K&N Performance High Flow Filter
PEAKHP 262.0 / PEAKTQ 255.4
1500 to 3500 HP range: 0 to 1
3500 to 5500 HP range: 0 to 7
5500 to redline HP range: 3 to 12
1500 to 3500 TQ range: 2 to 3
3500 to 5500 TQ range: 10 to 5
5500 to redline TQ range: 13 to -2
The Tanabe Concept G Blue exhaust has been the hottest item among Mitsubishi EVO owners since its U.S. arrival early this year and for obvious reasons. Designed by Tanabe engineers, the Concept G Blue system sports a full turbo-back exhaust system using SUS304 80mm stainless steel piping and an esthetically appealing 100mm Inconel flame treated tip in a blue hue. What makes this exhaust system such a hit among EVO owners is the included 70mm downpipe and optional test pipe that deletes the secondary catalytic for off-road use only. If you're looking for the ultimate in free-flow exhaust systems with a big horsepower increase, look no further.
If removing the under tray and plastic paneling off the EVO to access the factory downpipe wasn't such a pain in the ass, we would have finished installing and testing the exhaust long before the sun decided to set in wonderful smelling Riverside. Since were on a gripe fest here...could there be any more plastic clips to remove from the undercarriage Mitsubishi?
Exhaust, downpipe, test pipe, exhaust flange, bolts, brackets, and silencer
14- and 17mm socket, 14- and 17mm open end, ratchet, extension, screwdriver, pliers, WD-40
The advantages of installing the Tanabe exhaust brought a mischievous grin to our faces when the dyno wheels came to a screeching halt. With gains of 35hp and 27 lb-ft of torque over our baseline run, we called the obvious notion that this EVO was just begging to extract more horsepower from the factory. Peak gains were recorded at 24hp over our previous K&N filter run. Be wary that this exhaust isn't for the faint of heart. The exhaust tone that emits from the canister is loud enough to wake the dead! Although... you can always pussy out and use the silencer.
Tanabe Medalion Concept G Blue (full turboback)
PEAKHP 286.1 / PEAKTQ 259.6
1500 to 3500 HP range: 5 to 10
3500 to 5500 HP range: 12 to 20
5500 to redline HP range: 30 to 35
1500 to 3500 TQ range:-2 to 2
3500 to 5500 TQ range: 12 to 17
5500 to redline TQ range: 27 to 20
The Gizzmo MS-IBC boost controller is jam-packed with multiple features including six boost memory options with individual gain settings, scramble time (1-100 seconds), scramble duty (1 to 100 percent), overboost protection and warning, and an easy-to-read blue LED display. Typical boost controllers have a scramble boost which can be used only once when hitting the trigger button. Unique to the Gizzmos options are a trick scramble boost feature that can extend overboost time to add the same amount of boost time and refresh the original timer duration with a simple press of the included button. For our testing purpose, this power page is to showcase the advantage of using a boost controller to minimize the boost drop-off that's commonly associated with the Evolution and its stock boost solenoid.
We loved what the Gizzmo was able to accomplish, but in truth, we hated the fact that many of the vacuum lines and barb fittings were excessively large in comparison to our factory turbo actuator. Making numerous trips to our beloved "hose man," we purchased a few brass reducers to accommodate the various sized vaccume lines. Another problem we came across was the less-than-ideal wiring harness that called for some added wire and solder to lengthen to purposely fit the controller further than what was originally intended by the manufacterers.
MS-IBC module, solenoid valve, instruction manual, remote trigger button, installation harness, vacuum hoses, connectors, washers, bolts, nuts, double sided tape
Screwdriver, pliers, connectors, electrical tape, extra vacuum connector fittings, vacuum hose, extra wire
Using a 40Mhz high-speed processor, the Gizzmo boost level is adjustable up to 3.5 bar (50 lbs.) of boost and can quickly be set to either open or closed loop boost control option. The open loop selection offers no attempt by the MS-IBC unit to correct any fluctuations or boost creep/ drop off, while the closed loop option will leave the MS-IBC system to continually monitor and make minor offsets to the duty cycle to stabilize boost. This was an invaluable option when it came to testing the EVO as we witnessed boost levels to dramatically drop off when using the factory boost solenoid. In testing the exhaust system with the factory boost solenoid showed boost to climb to a peak 20.6 psi as it quickly tapered off at 6000rpm to 16psi then fell flat on its face to a mere 13psi at 7000rpm. Many might claim that the EVO MR is boosting at 19psi, but we found that the combination of the turbo-back exhaust and catless setup might have been the culprit for a slight increase in boost. After a few minutes of dialing in the Gizzmo, we found our perfect boost setting which nearly mirrored our previous boost level at a peak 20.4psi, but this time, the controller was able to maintain a more steady boost level as we had hoped, as it fluxuated at 19 to 18 psi at 6000rpm and slowly dropped to 17psi; never dropping lower than 15psi throughout the entire run. As we predicted, the EVO responded well with the Gizzmo boost controller and delivered a more consistent boost level throughout the entire power band while keeping maximum boost at the same limits as the factory solenoid.
Gizzmo MS-IBC Multi Scramble Boost Controller
PEAKHP 298.4 / PEAKTQ 268.7
1500 to 3500 HP range:8 to 15
3500 to 5500 HP range: 18 to 25
5500 to redline HP range: 41 to 27
1500 to 3500 TQ range:0 to 10
3500 to 5500 TQ range: 25 to 30
5500 to redline TQ range: 25 to 20
A smile on everyone's face indicated that final power figures gains of 41hp and 17 lb ft of torque at the end of the day made this a successful power page for the Mitsubishi EVO, which narrowly missed the 300whp marker. Those who are curious in terms of the EVO's air/fuel ratio before and after modifications will be glad to know at 6500rpm, the dyno recorded an 11.49A/F for baseline, an 11.62 A/F for intake, an 11.31 A/F for exhaust, and finally a 11.61 with the Gizzmo. Although conditions within the air/fuel ratio were at acceptable levels, we couldn't help but to address how much smoother the dyno graph would have been if the proper tuning was performed using an aftermarket standalone ECU or reflash unit. Look for part two as we look to install a set of camshafts, use our Gizzmo once gain to turn up the boost and heed our own warnings with an aftermarket fuel setup for this EVO MR.
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