Group 2 Modifications
Okay the basics are done and you want to go further? Then keep reading on.
1. Extractor Upgrade
RPW is to date the only manufacturer for the 380 vehicles. RPW Designed header systems, are tuned length meaning that from the header flange to the point at which the two separate header lines merge together, pipe length is identical to produce the same signal strength and air flow equally for both cylinder heads.
- RPW 3-1 Race Design Long Tube Headers – bolt on system. These do not any require welding and adapting to be fitted to the vehicle and will bolt up directly to the factory exhaust system just before the third cat converter. These are a long tube 1 5/8″ diameter and will produce strong torque gains at low rpm, strong mid range without restricting the top end performance. This design replaces the factory short manifold followed by the primary cat converter with a long tube header. The system will enable the removal of the two primary cat converters, significantly increasing air flow through the exhaust system.
- This design has significant improvements over the factory system, and can be set-up to avoid a CEL – check engine light. This requires fitting Oxygen Sensor Extenders into the secondary locations to provided a limited feedback system to the factory ECU. This has a 95% chance of success.
- Please note – this vehicle requires very specific extractor design to avoid creating a CEL light, that will not cause a Limp Home Mode Situation. Fitment of Mitsubishi Magna systems will not fit the 380 vehicle due to a chassis change.
This package has been independently tested to adds around 10 – 15kw at the flywheel with increased torque and improved upper acceleration and rpm range.
2. Throttle Body Thermo Block Kit
The stock throttle body, being a fly by wire unit, is water heated. Fitment of a RPW thermo block gasket will reduce heat soak into the inlet manifold. This is recommended to be fitted with the matching inlet manifold thermo block as a package. This will provide reductions of approx 40% heat soak on the inlet manifold compared to stock setup.
The thermoblock kit reduces heat soak and this allows the engine to maintain maximum ignition timing with max throttle response.
3. Brake Upgrades – to suit all future modifications
Before doing any further power or suspension modifications, brakes now need to be seriously looked at. The stock brakes on the front of the 380 are the larger 295mm Twin Piston Calliper font brakes, 284 vented rear brakes. All model 380’s suffer from warpage of the brake rotors and severe brake fade after repeated braking applications. .
- For those wanting something marginally better, and are not planning on doing any major horsepower mods, then minor upgrading of front brakes only. Retaining stock callipers, fitment of some Bendix brake pads and RDA slotted Rotors is very beneficial. Braking by around 10% with better feel and dramatically less brake fade. Brake warp age is eliminated.
- For those wanting something for semi track use / repeated high speed braking, we recommend again the RDA Rotors slotted on front and rear, but upgrading the front to EBC Green Stuff brake pads on the front, and EBC Black Stuff on the rear.
- For those wanting to go to extreme levels, upgrading to Mitsubishi Brembo four piston 330mm calliper setups front, twin piston 300mm callipers rear are optional as well, but require a minimum of a 16″ rim to clear the larger rotor sizes. These are a direct bolt on with great improvements, will work with all ABS system, but requires custom offset rims to clear the larger offset on the Brembo Callipers.
4. Drive Line Upgrades
There are three main drive line upgrades which can be done, which go a long way towards improving the reliability of the engine as well as drive ability.
- Clutch Kit – At some point your clutch will need upgrading there is a range of clutches available but for the majority a Heavy Duty Organic for more moderate drivers, and Heavy Duty Semi Ceramic for more spirited drivers.
- Lightweight Billet Flywheel – this has two benefits being increased strength over stock units and also make the semi ceramic clutch units more drive-able by not allowing them to shudder as much. Second benefit is that they are lighter and enable the engine to rev easier, faster with less reciprocating weight. No loss of torque but more willingness to rev quicker and harder.
- Manuel and Auto models are known for there weak differentials. Upgrading to a Quaife Limited Slip Differential has many benefits including increased gearbox strength, increased traction, reduction of wheel tramp, better road feel and handling. For anyone considering the following group three modifications, this is something highly recommended. These are not a direct fitment and will require modifications to the gearbox to be made.
- For Manuel models, a fifth gear upgrade is available to reduce the rpm’s by 300 – 500rpm compared to factory. The engine is a very torque engine and there is no reason to have it revving at 3000 rpm at 100km/hr like factory. This does not require any modifications to the box to be fitted and is a brand new machined gear set.
5. Computer Modifications
There is now the choice of either a
- Remapping the Factory ECU.
- Piggy Back ECU Replacement
- Haltech Full After market ECU
Remapping the factory ECU has the advantage of being able to delete common Check engine Codes (Especially emission related codes), and reprogram the drive by wire throttle body and other features. Increased throttle response, torque are all improved. Side effects are that the ECU cannot be retuned in real time and can be a little hit / miss on the tuning side of things.
Piggy back tuning is a quick and easy method, providing improved fuel and ignition mapping at medium to high throttle loads. Side effects are no change in throttle response or inability to counter any check engine codes.
Final option is to fit a full after market ECU like the Haltech Elite 1500 / 2500 units. This has major advantages of being able to reprogram fuel, ignition and drive by wire throttle control. This removes factory controls on torque limiting features, and massively improves throttle response, power and torque. We highly recommend this option as the preferred tuning solution for those considering doing serious modifications to the vehicle.
Large fuel economy gains are found with any of the the retuning solutions simply because the factory system run extremely rich under power. Gains of 1 – 2 L / 100km can be achieved. Especially when used in conjunction with the differential drive gear upgrade.
Retuning usually provide around a 10 – 15kw gain at the flywheel, with improved drive ability and torque. .
6. Throttle Body Upgrades
The factory throttle body on the 380 is a large 65mm Bosch unit. RPW can provide a larger 70 upgraded unit which will require minor machining work to be performed on the intake manifold.
Larger throttle bodies allow greater air to be sucked into the engine and improves throttle response. This will require retuning of the ECU, whether by Remapping the factory ECU or full aftermarket. This cannot be done with a piggy back system as the factory ECU will go out of calibration on airflow maps in relation to air flow, throttle position and torque values.
7. Camshaft Upgrades
RPW manufactures our own billet camshafts for these vehicles. As stated previously, these run an improved profile over the magna series. Fitment of RPW Stage 1 camshafts, in conjunction with piggy back retuning has very large gains and still works within the factory tolerances of ecu and throttle body.
Going larger than the stage 1 profile is not recommended with any system including piggy back ecu. This woudl require a full aftermarket ecu system.
Average pricing is around $1500.00 fitted for a camshaft plus tuning. Gains are anywhere from 10 – 15kw at the wheels with much improved acceleration and throttle response.