Ralliart Lancer Modification Guide

parralegend

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NOT 100% complete but open for commenting and suggestions

1. Introduction


2009+Mitsubishi+Lancer+Ralliart_engine_bay.jpg
2009+Mitsubishi+Lancer+Ralliart.jpg
2009+Mitsubishi+Lancer+Ralliart_interior.jpg


Overview
Hello all,

This is my first modification guide post and i may be lacking alot of in-depth information to begin with so bare with me, I however would encourage anyone who wishes to add information to this guide to post through the information so i can edit it as i believe this post should be a solid source of information for anyone considering mods to the Ralliart.

The Ralliart lancer is the less refined version of a EVO X. Although on the outside they may look similar their are some keys differences between itself and a evo x being the injectors, turbo, exhaust systems, intercooler, bov.

Please note throughout this guide I refer alot to comparing a Ralliart and Evo X, I do this as the Evo is a weapon of a car and it's well documented for performance and as such it gives people who are considering modifications a excellent baseline to work upon

Here's a excellent review by Brett Middleton from MRT discussing the differences between a Evo X and a Ralliart:

[youtube]http://www.youtube.com/watch?v=CRN5l8Br0jg[/youtube]


Lancer Ralliart Stats:


Engine: 1998cc outputting 177kW (343Nm) Compression Ratio 9:0:1
Fuel: Premium 98 Octane
Transmission: TC-SST (Twin Clutch Manual) with a normal and sports mode(for more precise gear shifting) either operated in a automatic mode, gear selection via gear stick or twin paddles.
Drivetrain: AWD (active yaw control similar to that of the evo 9 drivetrain however a modified transfer case for the SST)
Brakes: Conventional Calliper, 406mm 2-pot front :406mm Solid Disc Rear
Wheels: 18-inch alloy, tyres 215/45R18 89W Yokohama's
Turbo : TD04HL-15T-7 Single Scroll generally sitting between 14-17PSI(stats are not always reliable on this as theirs alot of conflicting articles at what it runs)
Intercooler & BOV : Soft flexible piping for the UICP and LICP connected with a plastic OEM Mitsubishi bov
Suspension: Front: Independent Macpherson strut with coil spring and stabiliser, Rear: Independent Multi-link with coil spring and stabiliser

The Ralliart Runs between 5.5-5.8sec 0-100 depending on what year revision 2009,10-2011 and between 14.2-13.7(at best)sec on 1/4 mile.

The retail price onroad is $43 890 + more for extras. I managed to pick mine up for $41 000 brand new so it does pay to shop around.

Compare that to a Evolution X $61,190 on road, and you soon realise although it lacks some good features and needs some work on it's base stock features, to get a 2L Turbo EVO X Engine with the lightning fast SST gearbox built on a proven Mitsubishi drive-train for just over 40k(may get it cheaper if our dollar sky rockets :) ).

I don't believe theirs another Car Manufacturer offering anything close in value and all round performance ( A XR6T doesn't count it's a boat with to much power to control and Subaru's WRX doesn't have a twin clutch gearbox or a proper rally based driver-train).









To Be edited by Parralegend,
 
2. Performance Modifications

Tuning:
The Mitsubishi Ralliart is running a very very similar engine to the evo X and with that, it opens itself to alot of aftermarket tuning. The major problem with tuning however is because it's a new platform alot of the factory weakness's get exposed very quickly if you try to push the limits(fuel pumps and lines transmission & engine injection issues).

To give you a idea, theirs at least 3 articles on evolutionm and evoxforums which show describe the failures of tuning enthusiasts that have pushed the limits, be it engine detonation, transmission failure and blown turbos which have led to transmission failure. It is true that the above three pushed the limits with drag strips and ridiculous amounts of tuning without compensation for other parts which wouldnt normally work under these conditions however it should be known particular if you are considering going down this route.

The current quickest stock turbo stats read as follows:

Owner: 03chi-town0Z can be found on evolutionmn.net
1/4 mile: 12.630 @ 105.50 @ 3400 lbs
318hp(237kw) at the wheel/372tq

With this in mind we currently have three options here in Australia:

1. Online Tuning:
Bryan @ GST Motorsports has released a free to use base map which essentially requires only a boost pill upgrade to work on our cars and should unlock on v2.6 roughly 20-30kilowatts from the engine. He also offers the entire code for it so you can freely modify it to suit your car but i will warn you that any generic tune could cause catastrophic effects to your engine and to use at your own risk, Bryan has however tried to release the best generic basemap so it doesn't push it over the top but still at least bring the minimum best out of your engine.

A example video of a few minor tweaks coupled with some basic mods shows how fast the acceleration is

[youtube]http://www.youtube.com/watch?v=pHD6Usw5HXA[/youtube]

I'll provide more information in this thread at a later time however further information in regards to his brilliant modification can be found at
http://forums.evolutionm.net/09-ralliar ... semap.html

RichardJH(a fellow aussie), has worked quite hard with his modifications and tuning o fhis own car based on this map. I suggest you take a glance at his thread as it answers more specific questions for the Australian basemap
http://forums.evolutionm.net/09-ralliar ... uning.html


2: In the mail-tune:

I think it would be fair to point out that RPW offer a in-mail tune i believe for the ralliart and i suppose in some ways it's similar to the basemap tune above for the fact it would be generic but the difference is you wouldn't be able to customise this yourself. Please contact RPW for further information http://www.rpw.com.au (If you know of a competing service feel free to message me and I'll update this)


3. Custom Dyno Tuning :
Currently this seems the most safest method however it is at the greatest cost. Their are a few companies that offer services throughout Australia Including Pulse Racing(Sydney), MRT Performance(Sydney), Tunehouse(Sydney), Powertune(Sydney) & Creatd Motorsport(Melbourne).

Here is a e.g. of Creatd Motorsport tune in Melbourne

[youtube]http://www.youtube.com/watch?v=HEVFaRCWKpw[/youtube]


I will outline two performance shops as they have the most information available for me at the time of this post, feel free to message me if their are any others.

MRT offer 3 Packages

XA Kit 20kw & 18% more torque
XB Kit 40kw & 25% more torque
XC Kit (Still being developed but it involves parts swapping including a larger turbo)
Further information can be found at:
http://www.mrtperformance.com.au


Tunehouse Offer the Following:

Spec S: 205KW at the engine
ECUTEK Upgrade to Factory ECU
THR Custom Dyno Tune - 100% custom tuned to suit your car for the best possible results
Spec C: 230kw at the engine
177- > 230kw (35KW + 45% Torque over factory) Reduce Lag, broader torque curve
HKS Flat Panel Filter Upgrade suit Factory Air Box - Improved Throttle Response and flow while utilising a re-useable and serviceable filter element
THR Stainless Steel Dump Pipe and High flow, 100 cell Stainless steel Cat converter - Mates to factory CAT back - Or optional aftermarket system


I grabbed a spec c price from Tunehouse and from memory it was roughly $3300-$3400. After researching into this performance group, all I've read is praise for their efforts and how they manage the entire service from start to finish.
They also offer log-book servicing which although it may be a premium over other mechanics, you got to remember if your driving a performance motor vehicle you should want the best servicing your pride and joy.

Further information can be found at
http://www.tunehouse.com.au




To Be edited by Parralegend
 
3. Suspension Modification & Drivetrain


Suspension
Overview
The Ralliart Lancer Shares a similar designed chassis to it's fwd lancer base. The Ralliart and VRX from what i understand both share the same suspension setup, which for maintenance makes it a breeze to obtain service parts.

Lancer Ralliart Suspension Specification:

Front: Independent Macpherson strut with coil spring and stabiliser

Rear: Independent Multi-link with coil spring and stabiliser


=======================================================

The standard Evo X uses higher quality parts parts for It's Multi-Link and Macpherson Strut but the MR takes it one steps further with with Blistein Shocks and Eibach Shocks.
On that note, it's crucial to point out the VRX suspension should work quite fine for a VRX but throw in a awd turbo with a 4B11 2.0L running 50kw+ more than a standard VRX and a gearbox that shifts just as fast as a Formula 1 driver and you better hope the thing can handle. Unfortunately in my experience,although it feels nice, the ride quality could be better and the tyres don't do it justice neither.


But that doesn't mean you've missed out on the opportunity to corner like a a RX-8, their are packages out their that can offer you the same type of setup as the MR.

MRT and Whiteline Performance offer a Package fitted to your lancer and Road Race Motorsports and AMS in the US also offer packages shipped to Australia but obviously you will need to find yourself a Workshop to fit it, the most obvious group available would be Pedders Suspension when it comes to getting a custom fit.

MRT http://www.mrtperformance.com.au
Whiteline http://www.whitelineperformance.com.au
Roadrace Motorsports: http://www.roadracemotorsports.com
AMS Performance http://www.amsperformance.com/

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Transmission



tcsst.th.jpg


Overview
The Lancer Ralliart's transmission only comes in a Twin Clutch SST. It's a six-speed dual clutch transmission developed by Getrag for Mitsubishi Motors. The system was first incorporated in the 2008 Lancer Evolution X, and was designed to be a more performance-oriented system than that developed by rival manufacturers,[5] with shorter gear ratios optimized for acceleration.

TC-SST uses dual clutches to change gears. The TC-SST completes the clutch and gear shifts more quickly than a driver could in a conventional manual transmission, and is also quicker than either an automatic transmission with a torque converter, or a single clutch automated manual transmission. The system's high-efficiency power transmission mechanism is on par with a normal manual gearbox, while allowing quicker gear shifting with no drop-off in engine power, thus offering greater performance and better fuel economy. The system can be operated by both a console-mounted shifter, and magnesium steering wheel paddle shifters; and offers semi-manual and fully automatic modes. TC-SST also works in conjunction with Mitsubishi's S-AYC system.

The operation of TC-SST is smoother than that of a conventional automatic transmission because it uses clutches instead of a torque converter to transmit power. The key to the system's operation is in the electronic and hydraulic controls. TC-SST can select two gears at the same time by putting odd (1st, 3rd, 5th) and even (2nd, 4th and 6th) gears on separate input shafts, each connected to an individual clutch. While one gear is engaged by one of the two electro-hydraulically operated wet multi-plate clutches, the other is pre-selected, awaiting to be engaged by the second wet multi-plate clutch. The TC-SST, in principle, behaves like two three-speed manual transmissions operating on the same output shaft. With both clutches under precise system control, the gear change is made when the clutches are "swapped" simultaneously, allowing fast, smooth gear changes with no interruption in power delivery. Nevertheless, those who prefer the traditional "stick shift" have criticized the level of driver involvement in TC-SST and other dual-clutch transmissions.

The odd and even gear shafts are linked via a transfer gear, resulting in a shorter overall transmission length. The transmission electronic control unit (ECU), sensors and solenoids are all housed within the transmission valve body. The TC-SST is equipped with a transmission oil cooler, and uses a unique fully synthetic transmission fluid developed by Castrol for MMC called DiaQueen SSTF-I.

Drive modes
TC-SST allows switching between three shifting programmes: "Normal", which uses relatively low engine-speed shift points to deliver conservative shifting biased towards optimized fuel economy; "Sport", for use when driving in the mountains or when engine braking is required;[10] .[11] "Launch control" is not available on the Lancer Ralliart


Currently the biggest single factor of failure for tuned ralliart has been the SST. This is due to the fact nobody has succesfully cracked the 'TCU'(the brains of the SST) to figure out what makes it tick with the engine.

SSP offer performance upgrade packs to cool the transmission and to hold more power on the clutches.


http://sspperformance.com/sub-category/ ... ssion----/


To be edited by Parralegend
To Be edited by Parralegend
 
4. Ralliart Lancer Brakes & Wheels

Brakes

Overview

The Ralliart Lancer Shares basically the same brakes as the Lancer VRX
Conventional Calliper, 406mm 2-pot front :406mm Solid Disc Rear

In my opinion and every other performance shop offering a Ralliart service, the stock brakes a quite weak particular to control the car coming from high speeds.



Below is an excellent video featuring Brett from MRT performance compares the brakes of a EVO X to a Ralliart. Notice the physical size difference and obviously they are a different type of functioning brake but just the size alone shows you how much more effective the Ralliart could be at braking.
[youtube]http://www.youtube.com/watch?v=alMGfXRCc4A&feature=relmfu[/youtube]



I'm going to outline two companies who offer brake upgrades:

======================================================================================================================================================

MRT Performance:

Pictures
Lancer_Ralliart_BB_Kit_1.jpg
Lancer_Ralliart_BB_Kit_3.jpg


ROTOR SPECIFICATIONS

350 mm x 32 mm thick, two piece slotted and ventilated rotors. Largest diameter for the maximum mechanical efficiency
6061 T6 CNC Machined alloy hats for maximum heat dissipation (with bobbin fasteners), to reduce weight and improve thermal stability to significantly reduce risk of cracking
Rotor is stress relieved and thermally treated
Huge "meaty thick disc" Can be re machined several times, to save $$ for future maintenance

CALIPER SPECIFICATIONS

Locally manufactured, Huge Twin piston sports calipers anodized red with 41 mm pistons. (easy to source spare parts in future)

PADS

High performance DS2000 ferodo brake pads with 74 sq cm pad surface area (Low cost replacement and an easy to part number for future reduced maintenance costs)

OTHER/MISC

Stainless steel braided (ADR compliant) brake lines
CNC machined dog bone hardware to bolt directly to OEM hub assy
Custom brackets and fixtures to locate hoses to OEM struts
All nuts and bolts high tensile metric grade 8
Fits with or without OEM backing plates
Fits with factory wheels
MRT Lifetime warranty and guarantee applies
Extensively track and road tested as well as independently tested.


======================================================================================================================================================

Brembo

At this stage the most i can find on Brembo is that they offer a Grant Turismo Front Brake upgrade but i don't believe theirs a specific rear brake offering however I'm sure they would have a product to suit

Brembo 365mm Front Drilled Big Brake Kit - RalliArt
brembo-gt-b.jpg


These roughly go for about $3000 Delivered to Australia and then you will need to find mechanic to fit it and naturally a back set would be required as well. I would estimate the cost fitted to be about $7000

======================================================================================================================================================


Below is a spare parts extract from Evolutionm.net's Otter



FMSI D866 - Front Pads
2001 - 2005 Chrysler Sebring (Coupe) - LX, LXi 6 cyl Front
2001 - 2005 Dodge Stratus Coupe 6 cyl Front
2001 Mitsubishi Eclipse Exc. Turbo 6 cyl. Front
2002 - 2007 Mitsubishi Eclipse Exc. Turbo Front
06/00 - 2001 Mitsubishi Galant (Exc. Sigma) V6 Front
2002 - 2007 Mitsubishi Galant (Exc. Sigma) Front
2004 Mitsubishi Lancer (Exc. Evolution) 2.4L Front
2003 - 2004 Mitsubishi Outlander Front
2007 Dodge Caliber
2007 Jeep Compass and Patroit
2008 Lancer

If you have brake part numbers to share (whether for pads, rotors, lines, etc) please post them here.

AXXIS/PBR front pad numbers:
MTS077483 (ultimates) 550*C/1022*F MOT (max. operating temperature)
MTS070554 (metal masters)
MTS070551 (deluxe)

Hawk front pad numbers:
HB435F.622 (HPS - 750*F MOT)
HB435Y.622 (LTS - intended for trucks, but it'll fit)

EBC front pads
D866 (Ultimax - OE grade)
DP21614 (Greenstuff 650*C MOT)
Front EBC Redstuff: DP3954C
Rear EBC Redstuff: DP31407C
DP41614R (Yellowstuff - race 800*C MOT)

Porterfield
AP866 (front - available in R4, R4-E, and R4-1)
EXPENSIVE, but super high quality pads if you race, and they'll custom make pads in the other compounds they offer.

FMSI
Front FMSI # D530
Rear FMSI # D868

Rotors
I suspect that the Ralliart and GTS share the same front rotors as the V6 Galant, but I can't yet confirm it. I can confirm (via partsamerica.com) that the front rotors are the same as used on 07-08 Sebring, 07-08 Jeep Compass, 07-08 Caliber, 08 Avenger, 07-08 Patriot, and 07-08 Outlander.

Lines
Again, at least on the front, since the Ralliart uses the same calipers as the GTS, any SS lines for the GTS will work on the Ralliart, and it seems that the GTS is able to use the same lines as the 04-06 Ralliart, but I'm not 100% sure on that.


To be edited by Parralegend
 
Interior & Electronics
This pretty much needs a VRX man to jump in and edit I'm volunteering Ryan lol
 
6. Known Issues/Problems & Credits

Known Issues/Problems
Overview


Unfortunately all Ralliart owners would like to think their car is indestructible i know myself i drive with that thinking however their are issues identified with the car



1. The fuel Pump Relay switch

Unfortunately this fault is found in the Ralliart and the Evo X and I'm not sure if mitsubishi have addressed it but the relay switch is of very poor quality. I picked a replacement up for $12 at my local mitsu dealer

Here is a post from Looney Tuning on EVOX forums
=========
am writing this as a warning to those who own an Evo X. There has been a couple of threads on Evom about Evo Xs that are running lean on the stock tune at WOT. I have not encountered that until recently. I was baselining SpunkySandoval's Evo X for a tune and the car was running unusually lean. The car had an exhaust and an HKS drop-in filter. Here is the way the AFR looked on the stock tune:
afr_lean.gif




I have never seen such a lean AFR on the stock tune. The lean AFR and the advanced stock timing made the car register 10-14 counts of knock by redline. The owner and I surmised that this was a fuel related problem. The car was not getting the needed fuel during WOT operation.

Luckily SpunkySandoval is an expert electrical trouble shooter. With the help of the service manual he discovered that:
…the fuel delivery system on the Evo X has two voltage operation states. One state is at low load and it supplies the fuel pump with a low voltage that goes through a resistor circuit to drop the voltage prior to going to the fuel pump. The second fuel pump voltage state occurs at high load conditions, not necessarily WOT, but high load. I don't know what the various determinants the ECU uses or what strategy Mitsu used to initiate the high voltage state, but I do know that the ECM powers up fuel pump relay #1 during higher load running conditions.

fuelpumprelay.png


Using a multi-meter and a power source he tested the resistance on the fuel pump relay and he discovered that it was OL, which mean that it was Out of Limits, which mean the circuit stayed open. He then tested the horn relay (green trace on picture and same type as the fuel pump relay) and found that it was working fine. So he determined that it was a faulty fuel pump relay.

A couple of days later he came to my place and we swapped the high beam lamp relay (blue trace in the picture) with the fuel pump relay; the high beam lamp relay being the same type as that of the fuel pump. He then turned the high beams on with the fuel pump relay in place. A few seconds later, the high beams shut off, indicating that the fuel pump relay was faulty.

We kept the high beam relay in the fuel pump relay slot, hooked up my logging equipment, and went logging on the stock tune. The car ran pig rich. This is the first time I was happy to see an Evo X running rich Here are the stock runs with the functioning relay:

afr_rich.gif


I just want to warn everyone with an Evo X about this. This is very serious and can blow your engine. The relay that Mistu used for the fuel pump is weak and it is failing. This is my first encounter with this problem, but I am sure it is not going to be my last.


2.Fuel pressure regulator hose.

Unfortunately this could happen on a stock car but more likely to a modified Ralliart or Evo X. Under full boost the line can disconnect (if not already disconnected), cause your engine to run extremely lean your ecu try's to compensate and BANG. The fix to this is to either cable tie it down or even use hairspray on the fitting with a cable tie and this resolves the issue. I'm not aware of a aftermarket product yet to replace the faulty fitting





CREDITS
Will Update Credits within a few days for recognition of my sources of information.


I hope this post has been informative.

Regards,

PARRALEGEND
 
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