This is what i was thinking. I can not see how the clutches could be slipping so early.

 

So is the limit in the computer or is it a hardware thing? Is the ralliart transmisiion the same as the evo transmission internally? IF so I would assume you can tune the SST if it uses the same ECU for trans control and get that puppy to hold at least as much as the evo x..At least when this type of capability becomes available, if it ever will be anyway..

 

Just seen that TTP got their results out.
These were the numbers i expected to see.

What I am thinking is,
Although the tranny is the same, the internals on the R/A vs the X internals are different. The X internals ALLOW it to carry more power, while the R/A's internals are much smaller.

No matter what, your not going to be able to go over the torque limiter.
You cannot compare the R/A engine to the X in terms of HP and WHP.
So if you put in an exhaust or intake, your not going to get more power. In this case you might lose power faster to the set RPM mark because the Zchip has tuned it to max. Any more, your just asking for problems.

I want to know if your try it from a different approach, and that would be get the exhaust system, an intake system that works for the SST and then tune it with the Zchip.

 

I can't see how putting different internals in the TC-SST would even be cost effective (for as little RA they made). Personally I feel the differences are in the TCU, and once that's figured out we should be able to advance further.

 

It's not cost effective. It's going to be expensive as hell.
We are just lucky that a company like TTP is capable of tuning without the traditional modifications.

Don't forget, that putting in power to have numbers like the X was going to be a serious trial.
Remember the executive said that if you were going to try and get power up to X standards you would have spent some serious money to get to that point.

And many reviews stated that if you want the power of the X, just buy the X.
Don't bother trying to get the R/A to those numbers. You would already be paying in modifications the equivalent of a semi-loaded GSR.

That's why there was so many arguments about why people would buy a R/A to modify to Xn umbers when they might as well buy it. And it's only a 10k difference on price.


The internals are what holds that type of power.
That cannot be avoided. Unless you switch out all the internals out to hold power.
If not, your going to just blow the engine.

That's like putting a Nissan GTR turbo in a Civic.
Will it go fast? Yes, if the crank itself doesn't blow the engine, but it will only last 2 seconds.

 

so whats next?

 

internals of what tranny or engine, or both?

if the ra has x block (dif turbo, maybe camshafts, etc) and basically same tranny just detuned, with some basic bolt ons like turboback and air filter, and perhaps intercooler, there is no reason you cant get the car to have power/torque equivalent to stock evo and slightly beyond

 

even IF the X SST would be placed in the RA, tuned to run the stock RA +- limits, the SST would not allow the same TQ to the SST as a X can achieve.
Why?
Because the SST would be tuned to the stock RA engine power curve. Which is less then a X have .
So it you exceed that , more then the tranny ecu can allow, the tranny will protect it self an let say "will fail". Other worlds will not tolerate the power and will cut it back.
Which is a safety feture for those transmissions.That is why i said from the beginning the X SST is different from the RA and will not let /in factory form / to gain as much as the X SST.
The tranny tune can be night and day difference. Niot to mention the gearing.

I would say the smaller turbo is another limiting factor. I think a reason why the RA is behave that good at higher rpm because the MIVEC and not because the turbo.

 

Man, I just want my Ralliart flashed. I want to smoke some WRX's. LOL.

 

IMO, the extreme computer restrictions are put in place to protect both Mitsu and the owner. With how expensive a replacement unit is i'm sure neither party would want to fork out that kind of money. The Lancer is the first mitsu to receive this technology, and i'm sure they want all to go smoothly. I mean come on, AWD---turbo, mitsu knows these cars will be modded. Hopefully within the next 6 months to a year someone will crack a SST open and we all can learn what really is going on.

 

well i guess, i am taking ra off the list, unless i can wait until 5-speed comes out, if ever

 

I have a hunch...just a wild-*** guess...shoot it down if you wish...

We (think we) know two things that seem like they might be related...

1) the SST has a setting somewhere in the TCU to control the clamping load
2) the transmission goes into a protective mode at a given torque rating in both the MR and the Ralliart which limits the usefulness of increased torque beyond that level

Perhaps there isn't anything internally different in the MR and RA transmissions which would affect the torque handling -- seems to me that it may just be a function of a setting which controls how much of a load the TCU will allow the clutches to take. Find the setting, unlock higher torque handling levels. This very well could be a software obstacle, although at some level, I'm sure it would still become a hardware issue as you overcome what the clutches are physically capable of.

 

Just throwing this out there as it may be similar to some of the issued with the Dodge Charger. For those who don't know the computer setup, there is an ECU, Torque Control Module, Transmission Control Module, and stability control. They all work together. Chrysler was apparently terrified that the transmission they chose would not handle the torque when changing gears and from a standing start.

The transmission will call to the torque controller to limit torque when changing gears and from a standstill start. They did this because they made their transmission shift very quickly (for an automatic) and the torque loads would be very high during the shifts.

It did not take that long for companies to break into all the modules and it is now possible to get a chip or flash that modify the shift point and make it not call for torque restrictions at shift and start.

I would believe that companies such as TTP will get into the tranny controller at some point. Until it is explored we won't really know if the torque limit on the RAs is an artificial limit put in place to try and limit mods to prevent sabotaging the Evo sales or if the clutches/ clutch pressure / tranny capability is actually different.

 

I'll buy that.
The hardware would simply be the internal pieces that restrict the flow and durability of power.

 

So if the company that engineers the car is worried about the trans taking the power, why would you be ignorant enough to think you know more than them and mod it to do it anyway...unless you just have a lot of money to waste and don't mind replacing transmissions on a regular basis.

Also, the torque numbers for the transmission are known for the SST as established by Getrag. Do you think you know more than them also?