TTP-Engineering Tunes the 2009 Ralliart 4b11
Maybe something is choking the turbo somehow so that it dies off towards redline it cant be because of the size of the turbo because with the tune it really gained power on top end, IDK im just thinking out loud....
I know I just saw that thread, woot!!
EDIT: It could be the turbo, but I dont think its as small as these magazines say it is, Ill have to check the turbo when the sun comes up, unless its actually been confirmed already??
EDIT: It could be the turbo, but I dont think its as small as these magazines say it is, Ill have to check the turbo when the sun comes up, unless its actually been confirmed already??
Last edited by angryGTS; Dec 9, 2008 at 04:07 PM.
I'm just shocked that the RA is running 19 PSI, that doesn't give you much room to expand. It also doesn't translate for me, a WRX running 14ish PSI from a TD04-13T makes 224 HP (2.0 L model) yet a Ralliart running 19 PSI with a larger turbo makes about the same power? Something doesn't add up.
I think there will definitely be a demand for stock X turbos on the RA. They'll also need the twin scroll exhaust manifold that the Evo uses to make it work. I'm not sure if the RA o2 housing is interchangeable with the X, or if the RA style downpipe will bolt up to an X o2 housing. I'd guess that the FMIC and some other parts that can easily be swapped will become common cheap mods too.
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Joined: Dec 2008
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From: michigan
Just thought i'd add some of my own thought on the "limitations" of the tc-sst, though it is purely speculation. Btw, this is my first post, so hello everyone.
It would not surprise me if mitsu has some sort of deal going on with getrag, that since it's a new, untested design, getrag may be responsible for all warranty work (this though is reinforced by those tech videos someone posted regarding the evo x). With this in mind, getrag may be covering their own asses for the time being, while the trans is ran through it's paces out in the market. If any of you remember, they had a similar deal with them back during the awd 3000gt days. Mitsubishi wasn't allowed to touch the trans, so this alone may have made getrag a few extra bucks. While it may not be the same situation now, it may be similar, so getrag may want to avoid giving themselves a bad rap at this important time for a new product.
But that aside, we can ponder about why the clutches are slipping, and get a better understanding of the SST's mechanisms. I'm personally interested in how the clutches are activated. Does it use pressure plates like a standard manual, or does it have some electric/hydraulic mechanical device that presses the clutches together?... If any of these systems are the weak link, then of course, at least theoretically, they can be beefed up in one way or another. The real difficulty is in the fact that for almost any change in physical hardware in the trans, it will have to be accompanied by appropriate software changes. So, it's this important issue that may cause difficulties for aftermarket developers - unless they're real bad asses.
As far as the differences between the SST in the evo, and the one in the R/A, i'd put my money on saying they're probably the same except for the software (obviously), and 5th, and 6th gear. Hopefully a capable tuner will have the opportunity to rip one open soon.
It would not surprise me if mitsu has some sort of deal going on with getrag, that since it's a new, untested design, getrag may be responsible for all warranty work (this though is reinforced by those tech videos someone posted regarding the evo x). With this in mind, getrag may be covering their own asses for the time being, while the trans is ran through it's paces out in the market. If any of you remember, they had a similar deal with them back during the awd 3000gt days. Mitsubishi wasn't allowed to touch the trans, so this alone may have made getrag a few extra bucks. While it may not be the same situation now, it may be similar, so getrag may want to avoid giving themselves a bad rap at this important time for a new product.
But that aside, we can ponder about why the clutches are slipping, and get a better understanding of the SST's mechanisms. I'm personally interested in how the clutches are activated. Does it use pressure plates like a standard manual, or does it have some electric/hydraulic mechanical device that presses the clutches together?... If any of these systems are the weak link, then of course, at least theoretically, they can be beefed up in one way or another. The real difficulty is in the fact that for almost any change in physical hardware in the trans, it will have to be accompanied by appropriate software changes. So, it's this important issue that may cause difficulties for aftermarket developers - unless they're real bad asses.
As far as the differences between the SST in the evo, and the one in the R/A, i'd put my money on saying they're probably the same except for the software (obviously), and 5th, and 6th gear. Hopefully a capable tuner will have the opportunity to rip one open soon.
Those are nice numbers. I'm even more impressed with the numbers on stock power to the wheels on the RA. I thought of 190 horses or so... but wow, that's only 17 horses lower than crank. Dang.
Where can I find the info on the MR with zchip? How much extra power did you guys achieved with the tune and the chip? I know the GSR is all up in the 100's gain but I'm really interested on the Evo MR cause that's what I wanna go for... I had considered the Ralliart before seeing but really was waiting for you guys to come out with your zchip numbers, and now I'd like to know whether the gain over the RA is more than the gain on the MR respectivelly, based on each model's crank and wheel horsepower numbers... u kno what i mean?
Where can I find the info on the MR with zchip? How much extra power did you guys achieved with the tune and the chip? I know the GSR is all up in the 100's gain but I'm really interested on the Evo MR cause that's what I wanna go for... I had considered the Ralliart before seeing but really was waiting for you guys to come out with your zchip numbers, and now I'd like to know whether the gain over the RA is more than the gain on the MR respectivelly, based on each model's crank and wheel horsepower numbers... u kno what i mean?
Just thought i'd add some of my own thought on the "limitations" of the tc-sst, though it is purely speculation. Btw, this is my first post, so hello everyone.
It would not surprise me if mitsu has some sort of deal going on with getrag, that since it's a new, untested design, getrag may be responsible for all warranty work (this though is reinforced by those tech videos someone posted regarding the evo x). With this in mind, getrag may be covering their own asses for the time being, while the trans is ran through it's paces out in the market. If any of you remember, they had a similar deal with them back during the awd 3000gt days. Mitsubishi wasn't allowed to touch the trans, so this alone may have made getrag a few extra bucks. While it may not be the same situation now, it may be similar, so getrag may want to avoid giving themselves a bad rap at this important time for a new product.
But that aside, we can ponder about why the clutches are slipping, and get a better understanding of the SST's mechanisms. I'm personally interested in how the clutches are activated. Does it use pressure plates like a standard manual, or does it have some electric/hydraulic mechanical device that presses the clutches together?... If any of these systems are the weak link, then of course, at least theoretically, they can be beefed up in one way or another. The real difficulty is in the fact that for almost any change in physical hardware in the trans, it will have to be accompanied by appropriate software changes. So, it's this important issue that may cause difficulties for aftermarket developers - unless they're real bad asses.
As far as the differences between the SST in the evo, and the one in the R/A, i'd put my money on saying they're probably the same except for the software (obviously), and 5th, and 6th gear. Hopefully a capable tuner will have the opportunity to rip one open soon.
It would not surprise me if mitsu has some sort of deal going on with getrag, that since it's a new, untested design, getrag may be responsible for all warranty work (this though is reinforced by those tech videos someone posted regarding the evo x). With this in mind, getrag may be covering their own asses for the time being, while the trans is ran through it's paces out in the market. If any of you remember, they had a similar deal with them back during the awd 3000gt days. Mitsubishi wasn't allowed to touch the trans, so this alone may have made getrag a few extra bucks. While it may not be the same situation now, it may be similar, so getrag may want to avoid giving themselves a bad rap at this important time for a new product.
But that aside, we can ponder about why the clutches are slipping, and get a better understanding of the SST's mechanisms. I'm personally interested in how the clutches are activated. Does it use pressure plates like a standard manual, or does it have some electric/hydraulic mechanical device that presses the clutches together?... If any of these systems are the weak link, then of course, at least theoretically, they can be beefed up in one way or another. The real difficulty is in the fact that for almost any change in physical hardware in the trans, it will have to be accompanied by appropriate software changes. So, it's this important issue that may cause difficulties for aftermarket developers - unless they're real bad asses.
As far as the differences between the SST in the evo, and the one in the R/A, i'd put my money on saying they're probably the same except for the software (obviously), and 5th, and 6th gear. Hopefully a capable tuner will have the opportunity to rip one open soon.
Those are nice numbers. I'm even more impressed with the numbers on stock power to the wheels on the RA. I thought of 190 horses or so... but wow, that's only 17 horses lower than crank. Dang.
Where can I find the info on the MR with zchip? How much extra power did you guys achieved with the tune and the chip? I know the GSR is all up in the 100's gain but I'm really interested on the Evo MR cause that's what I wanna go for... I had considered the Ralliart before seeing but really was waiting for you guys to come out with your zchip numbers, and now I'd like to know whether the gain over the RA is more than the gain on the MR respectivelly, based on each model's crank and wheel horsepower numbers... u kno what i mean?
Where can I find the info on the MR with zchip? How much extra power did you guys achieved with the tune and the chip? I know the GSR is all up in the 100's gain but I'm really interested on the Evo MR cause that's what I wanna go for... I had considered the Ralliart before seeing but really was waiting for you guys to come out with your zchip numbers, and now I'd like to know whether the gain over the RA is more than the gain on the MR respectivelly, based on each model's crank and wheel horsepower numbers... u kno what i mean?
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Joined: Dec 2008
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From: michigan
The only problem I see is that if people simply increase the pressure applied to the clutches, they'll either cause premature wear of the clutches or they'll put the pressure on the transmission itself. The same thing occurs with the WRX, if you're running big power and you upgrade the clutch, while you won't blow the clutch anymore all the power makes its way into the transmission which can then go kablamo.
Also, as far as WRXs are concerned, it's my understanding that most cases of grenading were due to hard launches from something like dumping the clutch. However, we do know that the evo x mr has a lunch control system, and from the review on this site, the driver did it from 5.5k RPM, so I have a feeling that most of the internals are pretty tough. You may not be able to launch it like that with 400+ HP, but it should be able to handle that power with regular launches.
https://www.evolutionm.net/forums/sh...433&highlight=
For comparison, if we take the max HP produced by a stock GSR, you have 256 WTQ and 252 WHP. Clearly this is a high reading dyno when we only see a ~30 HP difference between crank and wheel HP on a 291 HP vehicle. The Ralliart isn't underrated, the dyno is just very nice.
While it is true that the MR has launch control, it could be like the launch control in the GTR, ie. if you use it, you're on your own.
Edit: Sorry, I have the WTQ and WHP values reversed.
For comparison, if we take the max HP produced by a stock GSR, you have 256 WTQ and 252 WHP. Clearly this is a high reading dyno when we only see a ~30 HP difference between crank and wheel HP on a 291 HP vehicle. The Ralliart isn't underrated, the dyno is just very nice.
While it is true that the MR has launch control, it could be like the launch control in the GTR, ie. if you use it, you're on your own.
Edit: Sorry, I have the WTQ and WHP values reversed.
Last edited by ambystom01; Dec 9, 2008 at 07:05 PM.
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https://www.evolutionm.net/forums/sh...433&highlight=
For comparison, if we take the max HP produced by a stock GSR, you have 256 WHP and 252 WTQ. Clearly this is a high reading dyno when we only see a ~30 HP difference between crank and wheel HP on a 291 HP vehicle. The Ralliart isn't underrated, the dyno is just very nice.
While it is true that the MR has launch control, it could be like the launch control in the GTR, ie. if you use it, you're on your own.
For comparison, if we take the max HP produced by a stock GSR, you have 256 WHP and 252 WTQ. Clearly this is a high reading dyno when we only see a ~30 HP difference between crank and wheel HP on a 291 HP vehicle. The Ralliart isn't underrated, the dyno is just very nice.
While it is true that the MR has launch control, it could be like the launch control in the GTR, ie. if you use it, you're on your own.