Racing Performance Works

The new Mitsubishi Ralliart (USA), Lancer Mivec vehicle. Kindly loaned by a long time customer of RPW, this is our Prototype Vehicle which is being used to develop the next generation of parts for the new Lancers. I am sure everyone is keeping an eye out on this page.    

Racing Performance Works -

Mitsubishi Mivec Lancer R&D Test Vehicle

The plan - turn this mild meek vehicle into something everyone fears - especially your wallet!!

Tech Specs

1. Mitsubishi 2005 CH Mivec Lancer / USA Ralliart Lancer
2. Mitsubishi 4G69 Mivec SOHC 16v engine rated - 120kw
3. 5 Speed Manuel
4. Four wheel disc brakes
5. Stock Suspension - no sway bar, strut brace etc.
6. 7000km old on motor
7. Performed best of 15.9 down the quarter mile
8. Initial Dyno Run - Naturally Aspirated - 151hp @ 5750 rpm, 199nm Torque @ 3750 rpm
9. Finished Dyno Run Turbocharged 10 psi - 228hp @ 5250 rpm, 325nm Torque @ 4250 rpm

RPW has been "Lent" this vehicle by one of our long time customers. Over the next two months this vehicle will be subjected to many hours of labour, more than a dozen dyno runs and a lot of modifications. From its stock naturally aspirated state - it will be initially have every form of RPW natuarlly aspirated modifications fitted to it, and once completed then be turbocharged to see the ultimate aims. During the whole event various dyno runs will be done to catalogue the various gains. We anticapate a lot of response and some great results out of this engine. Below our our plans in rough order and as we progress through them - we will update this page with data sheets, photos and dyno print outs etc. We trust everyone will enjoy this.

All Dyno tuning will be performed on the Dyna Pack Hub Dyno. The reason being that this eliminates any variations in tyre slippage, heat in tyres etc. This is a mechanical hub connection to the wheels and whilst the numbers may be slightly higher over a normal roller dyno, the gains are 100% confirmed between runs with no variations to worry about other than mild tempature variations which we will be attempting to minimise. For a link on this click here ----> http://www.dynapack.com/dynapack.html or the USA Site http://www.dynapackusa.com/testimonials.htm. Pay particular attention to the Testimonial from Apexi - I think this covers everything we woudl ever need to say about this choice of dyno.

At various stages the vehicle will be taken down the quarter mile strip and run again to catalogue some results and see what the improvements are there as well.

Plan of Attack

1. Get Vehicle to RPW Workshop in Stock Trim, visually inspect vehicle and roll eyes, so much to be done - completed
2. Remove stock gearshifter assembly - fit RPW Rally Spec unit to vehicle - completed
3. Lift vehicle into air - fit up up rear sway bar, anti lift kit and strut brace - completed
4. Dyno vehicle to produce complete stock dyno graph - completed
5. Perform exhaust work - fitment of 2 1/2" system with new expansion chamber resonator and Lukey Ultra flow muffler and tip - completed
6. Dyno vehicle to compare gains of exhaust system on stock vehicle - completed
7. Manafacture on vehicle RPW Race Design extractors and high flow cat converter system - completed
8. Dyno vehicle to compare gains of RPW Race Design Extractors and high flow cat converter - completed
9. Manfacture RPW cold air induction kit with K&N Rampod filter setup
10. Install and fit Haltech Interceptor. Do partial tuning for following mods.
11. Supply and fit RPW Thermo Block / Phenolic Spacer blocks to throttle body and intake manifold - completed
12. Supply and fit RPW oversize 59mm throttle body and ported out intake manifold
13. Supply and fit RPW oversize 68mm throttle body and ported out intake manifold
14. Supply and fit RPW oversize 73mm throttle body and ported out intake manifold
15. Possible Plans to also produce a RPW "Performer" manifold and test at the same time.
16. Dyno all three above and catalogue results - leave unit on producing best results.
17. Manafacture and fitment of RPW Stage 1 N/A camshaft
18. Dyno vehicle to catalogue gains and perform full naturally aspirated tune on vehicle - end of N/A modifying
19. Manafacture and fit RPW Turbocharger kit to vehicle
20. Manafacture and fit Water - Air intercooler kit for that "hidden look"
21. Dyno tune vehicle and produce results

Job 1 - Get Vehicle to RPW Workshop in Stock Trim 12th January 2006

Vehicle received by RPWand inspected. In completely stock trim looks very basic and bland. Shows how use we are to the modified vehicles with lowered springs, mag rims and body kits. Otherwise car drives very nicely. Having done now around 7,000km on the engine, we are very happy to start loading her up on the dyno. Vehicle drives very nicely and looking forward to modifying it. Driving the vehicle we were impressed with the torque response, throttle response and general willingness to accelerate. But we know we can do better. Suspension was very soft, and brakes felt good. Overall very impressive car - impressive because we know how much we can do to it. Nice light clutch, and the shifter feels good but once you are used to a RPW short shifter, they just plain feel yucky and vague.

Job 2 - Remove stock gearshifter assembly - fit RPW Rally Spec unit to vehicle - 12th January 2006

• First thing first. Get rid of the vague shifter and go to a better design. RPW short shifter kit Rally Spec design. But because we like this customer so much, we have done a RPW Special job.
• Normal shifters are only modified for 50% reduction in movement. This one has been modified for a 75% reduction in movement forwards and backwards and sideways. What can I say - shifting is a mere flick of the wrist. After driving the vehicle, with modifications to the base to also reduce the flex in the stock bushes, this is a very solid shifter now.
• Changing gears has a very satisfying feel, and you can now really feel where the synchro's take the load. The total amount of side movement is less than 1cm at the base in any direction - now thats short shifting.
• For those that want something like this - well we will be keeping our "Customer Special" units only for our special units, but we will be releasing a new range of in between our normal short units, and this unit so somewhere around a 65% reduction in the shifter movement.

Job 3 - Basic Suspension Upgrades - Updated 9th May 2006

• Fitment of a whiteline rear sway bar unit - 20mm diameter to reduce sway. The stock unit is only around a 15mm unit - very small and better than nothing at all I suppose. But replacement of our Whiteline 20mm unit has noticeable advantages. Large reduction in the sway of the car at the rear, better holding round corners overall very happy with this improvement.
• Fitment of the Whiteline front strut brace has had an immediet impact. The car feels sharper on the steering wheel, less tendancy to wonder all over the road and less sensitive to changes in the road caster / camber. Overall a definite must do for the vehicles. These units used are a specific CG / CH lancer strut brace, very solid utilising all three bolt holes on the strut tower and only taking around 15 minutes to fit up.
• Further discussions with customer has now included fitment of 30mm lovell lowering springs front and rear on the car. Car looks considerably better and handling has been much improved.
• The vehicle recently (May) competed in a local road racing event. The vehicle performed exceedingly well although the stock shock absorbers certainly found there limit. Overall we have been very impressed with the flexibility of this vehicle with only the mild mods so far.

Job 4- Dyno Complete Stock Vehicle

• Well first thing first. What does this vehicle do stock? Why is it so asthmatic up top. Dyno graph shows all.
• Note using the Dyna Pack dynos we are reading at the hubs so the hp figure is higher than a normal roller dyno, but ultimatly for R&D work far superior providing exact replicas on each run.
• The vehicles mivec changeover point, shows the changeover at around 3750 rpm, the power curve goes up very nicely peaking at 151hp at 5750 rpm
• Peak torque reaches 199 nm at 3750 exact same point the mivec changes over. But disapointing is the torque curve fluctuates all over the place, and then flattens out very very quickly. This is one of the main things that we will be looking at
• Future dyno graphs we are also going to be checking the air fuel ratio's, because being a MAP sensor vehicle, we are concerned the vehicle will not respond well to changes as it may start to lean out very quickly and being a returnless fuel system, a rising rate fpr unit is not able to be fitted.
• The greddy E-Manage unit upgraded software now has an accelerator pump setting which will allow us to be able to compensate on initial acceleration and overall running.
• The printing of the air fuel ratio will enable us to see what changes the upcoming mods have on an untuned vehicle, and with tuning what the major benefits / changes are.

Job 5 & 6 - Basic Exhaust Upgrade

• The first serious modification. Most people, first thing they do is upgrade the exhaust - but is it absoloutly necessary.
• The stock system on the vehicle runs a factory exhaust manifold into a single cat converter hanging directly off the manifold.
• This then merges into a flex pipe which incorporates a 2nd cat converter which is part of the very small diameter flex pipe.
• Flanged after the cat converter, the balance of the exhaust system runs a press bent 2 1/4" system with a resonator, pretty decent to a normal Mitsubishi stock muffler.
• RPW removed the system after the 2nd cat converter, replacing this with a 2 1/2" press bent system with a larger 2 1/2" resonator and oval Lukey Ultra Flow straight through muffler, to a very tasty 3" chrome tip out the back of the vehicle. Good sizing for the vehicle, nice and quiet with a deep growl but none of the tinny rattling noise normally associated with Lancer exhaust systems.
• We dyno'd the vehicle with no intake or cat converter, manifold modifications to see exactly what the exhaust system would do. Results were surprising.
• The vehicle picked up a total of 5hp after the mivec switch over point with a noticeably increased torque curve which was flatter and held longer.
• But the vehicle also had a very minor loss of around 1 - 2hp below the mivec change over point, with a corresponding loss of torque around 3nm also below the mivec point.
• Not shown on this graph, there is also a noticeable leaning out of the air/fuel ratio below the mivec point, but still running quite rich on the air / fuel ratio after the mivec changeover.
• Our interpretation - we firmly beleive had the vehicle also received some corresponding intake modifications being at least air cleaner, cold air induction etc the gains from the exhaust woudl have been higher.
• Does the vehicle requrie a full exhaust upgrade - honestly we beleive a muffler change with stock front manifolds and flex pipe woudl be all that is required. With further testing of the headers / flex pipe combo we will come to a better decision on this as we go along.
• Obviously the flex pipe / stock manifolds / stock cat converter is also quite restrictive. We firmly beleive that the upcoming header / cat converter / flex pipe combo from RPW will rectify an improvement in low rpm torque, mid range and a corresponding further improvement in top end horsepower.
• What the air fuel ratio does though is another question entirely and something again to be monitered.

Job 7- RPW Extractor Package Updated 9th May 2006

• RPW has tested two extractor manifold designs being
• 1st design has a 1 5/8" 41mm mandrel bent primary header pipes into a 4-1 merged header package
• 2nd design has a 1 3/4" 44mm mandrel primary header pipe into a 4-1 merged header package
• Both systems then run into a 2 1/2" mandrel bent flex pipe with flex joint up to a flanged joint
• Both systems then run a flanged 2 1/2" high flow cat converter which will bolt up to the stock flange posiition on the stock down pipe section
• The cat converter can be replaced with an optional pipe to remove the cat converter for those wanting to race there vehicles.
• Our testing was done with the view of being such a large engine, with larger degrees of modifications, especially on the manuel vehicles, the car would produce better top end horsepower gains with minimal low rpm losses.
• Below are photos of the systems on the car - the 41mm and 44mm pipes are identical in design, the only variation is the diameter of the primary header.
• As can be seem, the location of the first O2 sensor has been positioned after the first merge point to ensure maximun efficiency of reading and no SES light issues.
• The 2nd O2 sensor locationis after the new larger high flowing cat converter, again to ensure no SES light issues and direct fitment for both USA and Australian model vehicles.
• Initial testing isolated several minor fitment issues, but they are all sorted out now with clearance issues.
• Fitment of the 1st header design, produced large torque gains and improved top end performance. As expected, the power curve remained the same as factory in shape, but has stretched all the way to the redline. The air fuel ratio's are runnig very very rich after 4000 rpm indicating that further tuning woudl result in very nice hp gains.
• Fitment of the 2nd header design, mirrored the same results as the smaller header design as we expected. This means that as other mods are done, the larger pipe diameter will produce much better top end gains especially with cold air induction systems, throttle bodies and especially camshafts.
• All tests on the headers were done with complete stock air box, incl filter
• The results are that with the combination of header kit and exhaust, a 10% Total gain at the wheels was the result. This figure is expected to be as high as 15% with air intake mods and as high as 20% with tuning and correction of the air fuel ratios
• Dyno printouts are below for those interested, showing the headers by themselves, and the headers and exhaust compared to factory non modified dyno result as well.

Job 10- Computer Upgrades Haltech / Greddy Updated 21st July 2006

• RPW whilst waiting on other items to be finished has started out piggy back computer work on the vehicle. We will be fitting two systems and trying both
• Haltech Inteceptor piggy back ecu - benefits for more n/a vehicles with the ability to run a duel mapping option - whcih means we are going to do an econmoy tune which allows us to RAISE the mivec changeover point for better fuel economy via a switch on the dash for the economy tune, and a power tune which will be the default setting. This system will have no idling issues, bad running and is fully alterable by the customer later. Also has full NOS support as well. For more details on this system check the following link Haltech Interceptor click here.
• Haltech E8 full programmable ECU system - for use with the RPW Turbocharger kits due to the limitations involved with the piggy back systems on larger injectors and accuracy of tuning. Haltech E8 click here. RPW will be setting this up as a plug and play option for all customer vehicles.
• Note even though the economy mode has the mivec point shifted higher, with hard acceleration it will still be working so for overtaking etc it will still be fine. Main difference is that cruising and around town driving will notice improvements in fuel econmoy due to not shifting to the larger cam profile all the time unnecessarly.
• RPW will be releasing the haltech systems with a pre programmed ption with the economy / power tune modes once testing is completed on this car - first tunes available will be based on vehicles with exhaust mods and air cleaner mods.
• Installation has been completed with the Haltech E8 unit utilising the complete stock eletronics of the factory setup on the vehicle. This means the kit will be available as plug and play option for most users and come with a baseline tune that will enable the car to be running in under 30 minutes. We expect to dyno the car within the next week with a full hard core tune on the haltech E8 unit.
• This will allow increased rpm limit, more adapting of the mivec module, and other cool functions. Best of all the car can be converted back to factory ecu full running in under 30 minutes for any emmision control testing.

Job 11- Supply and fit RPW Thermo Block / Phenolic Spacer blocks to throttle body and intake manifold - 9th May 2006

• RPW has finished manafacturing the Thermo Block Insulator gaskets and have checked them on this vehicle for fitment. We did not do any back to back testing on this due to other factors, but like anything the proof is there to be seen.
• Prior to fitment of these, after driving the vehicle, the intake manifold was very very hot to touch, almost burn your finger.
• After fitment of the intake manifold divider gasket and the throttle body gasket, the manifold was approx 50% lower in intake tempatures compared to factory setup
• This results in better fuel economy, increases the cold air effect of any induction system (Was not fitted to the vehicle at this stage).
• We have not taken specific photos of the units but be assured, the look similiar to the photos below.

Job 17- Manafacture RPW Camshafts and fit to vehicle Updated 21st July  2006

Job 19- Manafacture and fit RPW Turbocharger kit to vehicle Updated 17th August 2006

• RPW has started on production of the turbo manifold and dump pipe kit for our turbocharger kit. The manifold is a semi tuned length system as much as we are able to. The finished design has been completed as per photos below.
• Turbocharger options will be GT25 320hp for auto models and optional GT25/35 370 / 390hp option for manuel vehicles.
• These will produce very low spooling times, and very strong mid range and top end performance.
• The dump pipe being a 2 1/2" mandrel bent system with O2 sensor fitment in factory style situation will mount up to our RPW flex pipe kit from our extractor package.
• The dummy kit has been designed and test fitted, and is out now being fitted permanently to the test vehicle. This will follow with ceramic coating of the turbo, manifold and dump pipe for a better look and heat reduction inside the engine bay.
• Oil and water lines are completed now as per photos
• The air intake system will be a virtually straight pipe from turbo across the front of the car and into the front guard on the RH side of the vehicle. Very neat and easy as photos show. Only amendment will be fitment of a small joiner hose to allow for flex in the engine. The filter will be fitted with a permanent mounting bracket to a standard bolt position.
• Injectors fitted are some 450cc units replacing the factory 305cc units, spacers required to fuel rail. This retains factory style disc injectors for maximun power and economy and that factory look.

Job 20- Manafacture and fit Water - Air intercooler kit for that "hidden look" Updated 23rd August 2006

• With the start of production of the manifold and dump pipe, we are now beginning design work on our water / air intercooler package. This is going to be the complete sleeper look, no more cutting up front bumpers.
• We are going to be using a 300hp barrel water / air intercooler, which means no messy intercooler pipes. Just a very short pipe from turbo to throttle body
• This can be upgrade to the larger 350 and 430hp units as well although it is doubtfull anyone will need them.
• The intercooler radiator, we are going to design to be very long and thin to fit inside hte long standard section of the front bumper so no cutting etc is required and will look just like a very long radiator, which it will be.
• We are also going to setup the intercooler waterpump to be activated on intake temp and boost rather than just boost. This way it won't be running all the time and so not to reduce fuel economy.
• Once we get the manifold back, we can finalise this piping and then offer these as a fully bolted in pre manafactured kit for future customers.
• Below are photos of this system design and work in progress.