AMS Performance - Power Pages

Cons
We can't really think of any. Installation is a slight pain in the ass, but that's probably because Mitsubishi doesn't really want anyone to take off their EVO X's intake tubing.

Parts
Intake tubing, filter, bypass valve hose, clamps, included hardware

Dyno 3 AMS Performance Intake... 

   

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Dyno 3
AMS Performance Intake
PeakHP 282.4 / peaktq 277.1
Horsepower Gain
2,000 to 3,500 HP range: 0.5 to 9.5
3,500 to 5,500 HP range: 9.1 to 27.8
5,500 to redline HP range: 1.3 to 52.3
Torque Gain
2,000 to 3,500 TQ range: 1 to 15.6
3,500 to 5,500 TQ range: 13.6 to 29.8
5,500 to redline TQ range: 0.5 to 45.2

Tools
10-,12mm socket and wrench, flat- and Phillips-head screwdrivers

Installation Time
60 minutes

Notes
In addition to freeing up airflow over the OE unit, AMS's intake system replaces the OE MAFS housing with a slightly larger-diameter unit, reducing the velocity of incoming intake air, and tricking the MAFS into reading less of a charge-thereby prompting the ECU to respond by adding less fuel, leaning out the extremely rich air fuel ratio our EVO X was running previously. The result: More power and better fuel efficiency. It's a win-win situation.

Pros
Like the intake and MAFS combo, AMS's single-outlet, catless race exhaust posted noticeable gains across the entire powerband. Lack of a catalyst and straight-through, 3-inch construction didn't negatively impact low rpm power and torque like some might think it would-testament to how important backpressure reductions are to forced-induced cars. Polished stainless steel construction provides a show-quality finish and ensures lifelong durability.

Cons
The exhaust's lack of compatibility with a catalytic converter renders it illegal for street use, as does its conversion from twin-outlet to single-outlet design in many states. No worries though-AMS has a street-legal after-cat alternative in production, available in either twin- or single-outlet designs.

Parts
Exhaust tubing, muffler section, gaskets and hardware

Tools
12-, 14mm sockets and wrench, 22mm sensor socket, WD-40

Installation Time
90 minutes

Dyno 4 AMS Racing Series 3-Inch... 

   

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Dyno 4
AMS Racing Series 3-Inch Downpipe-Back Exhaust
PeakHP 308.1 / peaktq 285.9
Horsepower Gain
2,000 to 3,500 HP range: 1.8 to 20.6
3,500 to 5,500 HP range: 3.8 to 16.4
5,500 to redline HP range: 6.5 to 40.3
Torque Gain
2,000 to 3,500 TQ range: 4.2 to 33.4
3,500 to 5,500 TQ range: 5 to 17.9
5,500 to redline TQ range: 12.9 to 57.8

Notes
As is the case with most OBD 2 platforms, eliminating the EVO X's cat will throw a check engine light. We're told this won't effect performance, so don't worry; the exhaust also includes bungs to accommodate both O2 sensors.

Conclusion
The testing done to our EVO X subject car this month reiterates what we've been hearing time and time again from Japanese tuners experienced with building the car-it's capable of big power with relatively little modification; posing itself as a genuine rival to the much-hyped GT-R. In three inexpensive steps, we were able to extract over 72 whp from our EVO X, elevating its power-to-weight ratio to levels much higher than competitors retailing for higher sticker prices than the EVO X's. And while no tuning was needed at this point-a plus for those of us on a budget-we'll be among the first in line as soon as tuning solutions become available, expecting large bang-for-the-buck results.