Gump's 2.3 Induction Performance built Evo X
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Joined: Jul 2002
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Gump's 2.3 Induction Performance built Evo X
Grab some popcorn or just skip to the dyno sheets and video 
We recently finished building this 2008 Mitsubishi Evo X. When it first came to us it came in to diagnose the clutch pedal sticking to the floor, smoking and a tune. He couldn't take it to the previous shop that built it as they had skipped town for the fifth time and stolen parts from him.
The SSP clutch master cylinder looked like a dinosaur had chewed on the locking ring. The compression and leakdown numbers were terrible. Oil was leaking past the seal and turbine end piston. One of the two fuel filters was clogged. The fuel injectors were flowing horribly and atomisation was almost none existant. The block was not usable. It had been cut, partially filled and welded. One of the pistons was partially melted. The rings were shot. Two of the JUN rods were bent. The transfer case was leaking fluid due to lack of sealant. The wideband o2 sensor was dead due to leaded fuel. The only thing that was decent on the bottom end was the main bearings, rod bearings and crankshaft.
So we end up pulling everything and begin inspection of what we can and can't use. Order a new block from Mitsubishi. It was damaged in shipping. Had to ship it back before they would send another block out. The block was "misplaced" by the shipping company during shipping. It magically is found at the end of their investigation. This is two weeks later. Order the new rods from JUN. Send JE the original JUN pistons to sample. Send PTE the turbo that had been "rebuilt" by the previous builders but never really had been rebuilt. We end up putting a dynamic big shaft seal and gapless turbine end piston in there to assure no oil issues with it. Given all the issues everything was coming together. The owner and us had spoke about doing a standalone on the car. So we ended up wiring an AEM EMS Series 2 from a Honda in with the stock ecu. The stock ecu is retained for the dbw and idle control. After figuring out the cam control, dbw and everything else the car ran great. The knock control is setup very aggressive and is done via frequency and voltage.
2008 Mitsubishi Evo X
- Brand new 4B11 block
- JUN 2.3 crankshaft
- JUN 2.3 forged rods
- JE custom 8.8:1 forged pistons
- AEM EMS Series 2 wired/setup/tune by IP
- IP boost control solenoid
- ARP head studs
- ARP main studs
- Cosworth MX-1 camshafts (266/266)
- Supertech dual valve springs
- Supertech titanium retainers
- Sidewinder exhaust manifold
- Precision T3 6765 .63 turbo
- Buschur Racing intercooler
- IP turbine blanket
- 3" downpipe
- Buschur Racing 3" dual exhaust Quiet mufflers
- DW 1200cc fuel injectors
- Aeromotive A1000 fuel pump
- Aeromotive fuel pressure regulator
- Tilton triple disc clutch
- Shep custom rear end
- Shep built transmission
- Shep built transfer case
- DSS axles
- DSS driveshaft
- Brad Penn Break-In oil
- Brad Penn 10 30 oil
- Amsoil transmission and transfer case
Video of two dyno pulls
Below are the dyno sheets Uncorrected, SAE and STD. It was roughly 80 - 82 degrees 29% - 31% humidity. All pulls were done in third gear with one small fan. Boost pressure was roughly 23lbs creeping to 24lbs.
[ATTACH=CONFIG]172833[/ATTACH]
[ATTACH=CONFIG]172834[/ATTACH]
[ATTACH=CONFIG]172835[/ATTACH]
We recently finished building this 2008 Mitsubishi Evo X. When it first came to us it came in to diagnose the clutch pedal sticking to the floor, smoking and a tune. He couldn't take it to the previous shop that built it as they had skipped town for the fifth time and stolen parts from him.
The SSP clutch master cylinder looked like a dinosaur had chewed on the locking ring. The compression and leakdown numbers were terrible. Oil was leaking past the seal and turbine end piston. One of the two fuel filters was clogged. The fuel injectors were flowing horribly and atomisation was almost none existant. The block was not usable. It had been cut, partially filled and welded. One of the pistons was partially melted. The rings were shot. Two of the JUN rods were bent. The transfer case was leaking fluid due to lack of sealant. The wideband o2 sensor was dead due to leaded fuel. The only thing that was decent on the bottom end was the main bearings, rod bearings and crankshaft.
So we end up pulling everything and begin inspection of what we can and can't use. Order a new block from Mitsubishi. It was damaged in shipping. Had to ship it back before they would send another block out. The block was "misplaced" by the shipping company during shipping. It magically is found at the end of their investigation. This is two weeks later. Order the new rods from JUN. Send JE the original JUN pistons to sample. Send PTE the turbo that had been "rebuilt" by the previous builders but never really had been rebuilt. We end up putting a dynamic big shaft seal and gapless turbine end piston in there to assure no oil issues with it. Given all the issues everything was coming together. The owner and us had spoke about doing a standalone on the car. So we ended up wiring an AEM EMS Series 2 from a Honda in with the stock ecu. The stock ecu is retained for the dbw and idle control. After figuring out the cam control, dbw and everything else the car ran great. The knock control is setup very aggressive and is done via frequency and voltage.
2008 Mitsubishi Evo X
- Brand new 4B11 block
- JUN 2.3 crankshaft
- JUN 2.3 forged rods
- JE custom 8.8:1 forged pistons
- AEM EMS Series 2 wired/setup/tune by IP
- IP boost control solenoid
- ARP head studs
- ARP main studs
- Cosworth MX-1 camshafts (266/266)
- Supertech dual valve springs
- Supertech titanium retainers
- Sidewinder exhaust manifold
- Precision T3 6765 .63 turbo
- Buschur Racing intercooler
- IP turbine blanket
- 3" downpipe
- Buschur Racing 3" dual exhaust Quiet mufflers
- DW 1200cc fuel injectors
- Aeromotive A1000 fuel pump
- Aeromotive fuel pressure regulator
- Tilton triple disc clutch
- Shep custom rear end
- Shep built transmission
- Shep built transfer case
- DSS axles
- DSS driveshaft
- Brad Penn Break-In oil
- Brad Penn 10 30 oil
- Amsoil transmission and transfer case
Video of two dyno pulls
Below are the dyno sheets Uncorrected, SAE and STD. It was roughly 80 - 82 degrees 29% - 31% humidity. All pulls were done in third gear with one small fan. Boost pressure was roughly 23lbs creeping to 24lbs.
[ATTACH=CONFIG]172833[/ATTACH]
[ATTACH=CONFIG]172834[/ATTACH]
[ATTACH=CONFIG]172835[/ATTACH]
__________________
- Induction Performance
* IP E-Mail
* IP Face Book
* IP Web-Site
* RIP Kevin/Slo_Si RIP & Pablo/Fathead
- Induction Performance
* IP E-Mail
* IP Face Book
* IP Web-Site
* RIP Kevin/Slo_Si RIP & Pablo/Fathead
Registered User
Joined: May 2005
Posts: 3,191
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looking good as always bro.
__________________
My shit still slow
618 whp 492 ft/lbs at 22 psi (Low Boost)on pump gas ,
stock block ,more power coming soon ,stay tuned
Tuned by Alpha @ Induction Performance
My shit still slow618 whp 492 ft/lbs at 22 psi (Low Boost)on pump gas ,
stock block ,more power coming soon ,stay tuned
Tuned by Alpha @ Induction Performance
JumpManPm me for any needs for a Honda/Acura/Evo. From tune ups to motor builds 
its only a d16!!!
Joined: Nov 2006
Posts: 139
Likes: 0
like always, you stay puttin in work! its nice to have your shit done right instead of gettin it back in even worse condition then you left it.
__________________
that d16 sure looks like a f22 ?!?
that d16 sure looks like a f22 ?!?
Registered User
Joined: Jun 2006
Posts: 450
Likes: 0
Grab some popcorn or just skip to the dyno sheets and video........ wait no dyno sheet its on video. on STOCK ECU.......
Fully Built Inc. Evo X - World Record!! 816whp! Jestr Tuned! - YouTube
BUT IT SHOULD BE MAKING MORE POWER AND TORQUE ON A 2.3 SETUP. BUT NICE TRY THOUGH
Fully Built Inc. Evo X - World Record!! 816whp! Jestr Tuned! - YouTube
BUT IT SHOULD BE MAKING MORE POWER AND TORQUE ON A 2.3 SETUP. BUT NICE TRY THOUGH
__________________
I ♥ my coupe┌∩┐(◣_◢)┌∩┐
I ♥ my coupe┌∩┐(◣_◢)┌∩┐
Last edited by vtecpower; Nov 30, 2011 at 01:56 PM. Reason: I WANTED TO
*Turbo Interceptor*
Joined: Mar 2002
Posts: 6,820
Likes: 1
grab some popcorn or just skip to the dyno sheets and video........ Wait no dyno sheet its on video. On stock ecu.......
fully built inc. Evo x - world record!! 816whp! Jestr tuned! - youtube
but it should be making more power and torque on a 2.3 setup. But nice try though
fully built inc. Evo x - world record!! 816whp! Jestr tuned! - youtube
but it should be making more power and torque on a 2.3 setup. But nice try though
__________________
Nordschleife addict
Joined: May 2007
Posts: 2,825
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is this video uploaded somewhere else?
because stupid copyright laws on youtube germany wont let me watch certain videos with copyright music in it, even HotSpot Shield isnt working for some reason.
because stupid copyright laws on youtube germany wont let me watch certain videos with copyright music in it, even HotSpot Shield isnt working for some reason.
Thread Starter
Registered User
Joined: Jul 2002
Posts: 9,270
Likes: 0
Thanks for the kind words guys. We try and treat all our customer's cars like they're our own.
Put everything in bold for you
Grab some popcorn or just skip to the dyno sheets and video........ wait no dyno sheet its on video. on STOCK ECU.......
Fully Built Inc. Evo X - World Record!! 816whp! Jestr Tuned! - YouTube
BUT IT SHOULD BE MAKING MORE POWER AND TORQUE ON A 2.3 SETUP. BUT NICE TRY THOUGH
Fully Built Inc. Evo X - World Record!! 816whp! Jestr Tuned! - YouTube
BUT IT SHOULD BE MAKING MORE POWER AND TORQUE ON A 2.3 SETUP. BUT NICE TRY THOUGH
Grab some popcorn or just skip to the dyno sheets and video
We recently finished building this 2008 Mitsubishi Evo X. When it first came to us it came in to diagnose the clutch pedal sticking to the floor, smoking and a tune. He couldn't take it to the previous shop that built it as they had skipped town for the fifth time and stolen parts from him.
The SSP clutch master cylinder looked like a dinosaur had chewed on the locking ring. The compression and leakdown numbers were terrible. Oil was leaking past the seal and turbine end piston. One of the two fuel filters was clogged. The fuel injectors were flowing horribly and atomisation was almost none existant. The block was not usable. It had been cut, partially filled and welded. One of the pistons was partially melted. The rings were shot. Two of the JUN rods were bent. The transfer case was leaking fluid due to lack of sealant. The wideband o2 sensor was dead due to leaded fuel. The only thing that was decent on the bottom end was the main bearings, rod bearings and crankshaft.
So we end up pulling everything and begin inspection of what we can and can't use. Order a new block from Mitsubishi. It was damaged in shipping. Had to ship it back before they would send another block out. The block was "misplaced" by the shipping company during shipping. It magically is found at the end of their investigation. This is two weeks later. Order the new rods from JUN. Send JE the original JUN pistons to sample. Send PTE the turbo that had been "rebuilt" by the previous builders but never really had been rebuilt. We end up putting a dynamic big shaft seal and gapless turbine end piston in there to assure no oil issues with it. Given all the issues everything was coming together. The owner and us had spoke about doing a standalone on the car. So we ended up wiring an AEM EMS Series 2 from a Honda in with the stock ecu. The stock ecu is retained for the dbw and idle control. After figuring out the cam control, dbw and everything else the car ran great. The knock control is setup very aggressive and is done via frequency and voltage.
We recently finished building this 2008 Mitsubishi Evo X. When it first came to us it came in to diagnose the clutch pedal sticking to the floor, smoking and a tune. He couldn't take it to the previous shop that built it as they had skipped town for the fifth time and stolen parts from him.
The SSP clutch master cylinder looked like a dinosaur had chewed on the locking ring. The compression and leakdown numbers were terrible. Oil was leaking past the seal and turbine end piston. One of the two fuel filters was clogged. The fuel injectors were flowing horribly and atomisation was almost none existant. The block was not usable. It had been cut, partially filled and welded. One of the pistons was partially melted. The rings were shot. Two of the JUN rods were bent. The transfer case was leaking fluid due to lack of sealant. The wideband o2 sensor was dead due to leaded fuel. The only thing that was decent on the bottom end was the main bearings, rod bearings and crankshaft.
So we end up pulling everything and begin inspection of what we can and can't use. Order a new block from Mitsubishi. It was damaged in shipping. Had to ship it back before they would send another block out. The block was "misplaced" by the shipping company during shipping. It magically is found at the end of their investigation. This is two weeks later. Order the new rods from JUN. Send JE the original JUN pistons to sample. Send PTE the turbo that had been "rebuilt" by the previous builders but never really had been rebuilt. We end up putting a dynamic big shaft seal and gapless turbine end piston in there to assure no oil issues with it. Given all the issues everything was coming together. The owner and us had spoke about doing a standalone on the car. So we ended up wiring an AEM EMS Series 2 from a Honda in with the stock ecu. The stock ecu is retained for the dbw and idle control. After figuring out the cam control, dbw and everything else the car ran great. The knock control is setup very aggressive and is done via frequency and voltage.
__________________
- Induction Performance
* IP E-Mail
* IP Face Book
* IP Web-Site
* RIP Kevin/Slo_Si RIP & Pablo/Fathead
- Induction Performance
* IP E-Mail
* IP Face Book
* IP Web-Site
* RIP Kevin/Slo_Si RIP & Pablo/Fathead
Banned
Joined: Dec 2004
Posts: 8,359
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Grab some popcorn or just skip to the dyno sheets and video........ wait no dyno sheet its on video. on STOCK ECU.......
Fully Built Inc. Evo X - World Record!! 816whp! Jestr Tuned! - YouTube
BUT IT SHOULD BE MAKING MORE POWER AND TORQUE ON A 2.3 SETUP. BUT NICE TRY THOUGH
Fully Built Inc. Evo X - World Record!! 816whp! Jestr Tuned! - YouTube
BUT IT SHOULD BE MAKING MORE POWER AND TORQUE ON A 2.3 SETUP. BUT NICE TRY THOUGH
