Power Pages: Mitsubishi Lancer

The Engine
When Mitsubishi fans hear the name Lancer, the first thing that comes to mind is the non-U.S. Domestic Market Evolution nameplate, powered by a turbocharged 4G63 motor and all-wheel drive that's at home on a paved road course as it is on a dirt and gravel back road. Unfortunately, the 2002 Lancer that's available State-side is powered by a 2.0L, SOHC 16-valve motor known, alphanumerically, as the 4G94. Static compression checks in at 9.5:1 with an 81.5 mm bore and 95.8mm stroke. The cast iron engine block is a pretty hefty weight fine for the Lancer, but this is somewhat offset by the aluminum cylinder head. The motor redlines at 6000rpm and, no, the OZ-Rally model doesn't add anything extra but a few exterior amenities.

When we say the 4G94 motor is "unfortunate" it's not because the motor lacks power--checking in at 120 hp and 130 lb-ft of torque--but it lacks the power available to its Japanese and European siblings. Fear not, brave tuner, we are going to make sure that the "underpowered" moniker doesn't stay around for long.

Performance Components
The aftermarket has yet to embrace the USDM Lancer, but Dave Buschur and his crazy cronies at Buschur Racing have already put the engine under the knife and seem to have come up with the first readily available parts for the car, in spite of a full and hectic race season ahead of them. So, thanks to the boys at Buschur, we will be testing the bolt-on basics: intake, exhaust and an off-road test-pipe.

The BR Racing intake system consists of a mild steel intake pipe, Buschur Racing Dual-cone filter element, and all the required clamps and couplings. With limited space available in the engine compartment, the intake is a short-elbow style that's designed to flow a larger volume of air than the restrictive factory airbox. Cool air is supplied by the factory venting that directs air to the rear area of the engine compartment, where the intake resides. The elbow is bent using the popular Mandrel technique, which prevents kinking and creasing of the material, and then powdercoated in a glossy black finish to insure unit integrity and durability.

The exhaust system provided by BR Racing is constructed of 304 stainless steel. The muffler canister is a Dynomax stainless-steel version that is mated to a custom, sporty 4-in. muffler tip. The piping is also Mandrel bent and, like all of Buschur's exhaust systems, this allows the entire exhaust unit to retain the same inner diameter (I.D.) from start to finish. There are no reducers, resonators, or kinked bends in any of the exhaust systems produced by Buschur, so you can rest assured that this is a true 2.5-in. I.D. system.

Buschur Racing has also prototyped a test pipe for track and off-road use. The unit is designed to occupy the OEM catalytic converter dimensions, retaining the "factory look" heat-shield. The pipe is MIG/TIG welded for structural durability and includes all the necessary mounting hardware and gaskets, and connects to both factory and aftermarket exhaust systems.

Dyno Testing
The first step in the Power Page equation was to strap down the vehicle for the initial baseline reading. Quite often, people forget that the horsepower ratings put out by the manufacturer reflect power at the flywheel, rather than actual power put down to the ground. The actual power is reduced by friction losses and the absorption of energy by the drivetrain components. Years of testing and comparing have shown that the average power rating for a front engine/front-wheel drive vehicle is about 15-percent less than the factory flywheel horsepower rating. With that in mind, we expected the Lancer to put down about 102 hp (since the factory rating is 120 hp at the flywheel.) The science of repetition proved correct as our Lancer turned the Buschur Racing Dynojet to the tune of 103.6 hp and 116.6 lb-ft of torque--right where we expected the peak numbers to be.

After the required cooling period, it was time to remove the factory airbox and install the Buschur Racing intake system. Removal of the factory units was fairly easy, as was the installation of the Buschur unit, despite the placement of the factory airbox next to the firewall in the rear of the engine bay. Strapping the car back on the dyno, we were able to see an immediate increase in power in the 1500 to 2500 rpm range and again at 4100 rpm all the way to redline. The lower range saw an increase of about 2 to 3 hp while the gains in the mid to high rpm were as high as 5. Peak power went up to 106.3 hp, while torque rose to 117.8 lb-ft.

Back on the ground, the factory exhaust system, from the catalytic converter back, was removed and replaced with the Buschur stainless steel bolt-on unit. After everything was checked and the exhaust fitment was in perfect order, we spun the wheels of the Dynojet again and examined the numbers. Again, the addition of aftermarket parts increased the range of power in the low rpm range and equivocally in the range from 4100 rpm to redline. With the addition of the exhaust, horsepower gains across these ranges were as high as 7 to 8 hp, with torque also increasing drastically in the lower ranges and then throughout the powerband from 2800 rpm to redline. Peak power checked in at 108.4 hp and peak torque rose to 120.0 lb-ft.

The Buschur Offroad/Down Pipe combination replaces the equivalent factory units with larger diameter 2.5-in. units. Because the units retain the OEM configuration and placement, installation was as easy as "bolt off, bolt on." With the complete exhaust system flowing at its maximum, the entire powerband shifted upwards, which means, in layman's terms, that more power would be available at an earlier point in the powerband. Specifically, the extreme low and mid/high to high rpm ranges experienced the most benefit, with increases as high as 7 or 8 hp. Torque also increased with a less dramatic falloff in the high rpm range--this translates into more "pull" for the vehicle at its high-end powerband. Peak horsepower checked out at 111.9 hp, while the torque peaked out at 121.6 lb-ft.

Conclusion
The new 4G94 motor seems to be living the Mitsubishi legacy of producing more usable torque as factory components are swapped out in favor of high-performance aftermarket replacements. The available horsepower also rose with the addition of the basic bolt-ons, and this leads us to believe that, assuming the block is built sturdily, there is plenty of power to be extracted from this 2.0-liter engine. In addition, the Buschur boys claim to be testing replacement exhaust manifolds to extract more horsepower, and there was also talk of a prototype turbocharger system for the car to bring its performance potential up to par with its non-domestic market cousins. We'll be sure to keep an eye on Mr. Buschur and the rest of the aftermarket as the performance limits of this Mitsubishi are tested.