Model: SP Engineering Mustang Dynamometer
It's a fact that the Mitsubishi Ralliart contains DNA from the EVO X. Under the hood is the same 2.0L 4B11 four-cylinder engine found in the 291hp EVO but slightly detuned by the factory to 237 hp and 253 lb-ft of torque. While the automated twin-clutch, sequential sport-shift transmission (TC-SST) is descended directly from its big brother, the EVO X MR, the Ralliart's modest horsepower level is attributed to the use of a single-scroll turbo, rather than the EVO's twin-scroll unit, and an intercooler that's about 54 percent smaller than the EVO chiller. Although the Ralliart will forever lurk in the shadows of the EVO X, it serves as a perfect platform for the consumer looking for more performance than is offered in a Lancer GTS, but not quite as much as in an EVO.
Being that this is our project car, the Ralliart has racked up over 45k hard-driven miles. It's taken a serious beating over the past year as we've put this car through a gambit of testing with multiple runs down the quarter-mile track as well as campaigning it in numerous road-racing events.
Prior to conducting any dyno testing, we performed routine maintenance, including a much needed oil change and spark plug check/replacement.
K&N Panel Filter
Panel filter, instructions, sticker
2,500 to 3,500 HP range: -3 to 4
3,500 to 5,500 HP range: 4 to 6
The K&N panel air filter is designed with a filter cage to create a tight seal within the factory airbox while its design enables increased airflow for added horsepower. All K&N air filters are washable and reusable and backed by the famous K&N million-mile limited warranty. The simplicity of the panel filter's design makes it an easy performance add-on for Ralliart owners.
While the panel filter is an ideal add-on for mildly modified vehicles like our Ralliart, we foresee the filter's cfm flow capacity limited on higher-horsepower vehicles, like ones approaching 300+ wheel horsepower.
The new filter delivered impressive hp and torque across the board, with a gain of 8.1 hp and 5.2 lb-ft of torque at peak performance. The dyno also recorded impressive top-end gains of 8 hp and 7 lb-ft of torque at 5,900 rpm.
DC Sports SCS (Single Canister System) Exhaust
Exhaust, mid-pipe, gaskets, nuts and bolts, hardware, stickers, and instructions
12-, 14-, and 17mm socket, 12-, 14-, and 17mm open-end wrench, ratchet, extension, crescent wrench, anti-seize, WD-40
2,500 to 3,500 HP range: 3 to 6
3,500 to 5,500 HP range: 5 to 10
The DC Sports exhaust system is constructed from 3-inch, mandrel-bent 304 stainless steel, with a single canister muffler and finished with a 4-inch polished, slanted tip. The single canister design inspires a more sporty appearance to our vehicle rather than the typical dual exhaust system.
The new stainless steel exhaust was easy to install, and required a simple spray of WD-40 to all the exhaust hangers to help speed up the installation process. Don't be overzealous and attempt to remove your factory exhaust system under scalding conditions or you might suffer the consequences.
Dyno testing the exhaust revealed an increase in power and torque throughout the powerband, with peak gains of 11.9 hp and 2.3 lb-ft of torque. The DC Sports exhaust made an impressive 15 hp and 14 lb-ft of torque at 5,700 rpm over our previous run, with plenty of gains in the midrange to top end, from 3,600 rpm to redline.