If you read our review of this car in the dyno section, the one gear tuning was done cutout open at 346whp.

It was too much power for the SST to be able to shift and would overrev and ride the limiter so we retuned it with the cutout closed to 315whp and did 12.5 @ 109-110.2mph

With the cutout open it would do 113mph+ however we cannot get the car to shift at that power level so for now it is detuned to 315whp so he has a prayer in getting it down the track with a decent time.

Once we are able to access the SST information we are working on, and get the car to shift at the 346whp we will open it back up again and rerun it at full power.

Another thing to note is WCF SAE J1349 weather correction was turned off so this is at true MD 1.00 no correction.

 

Just for comparison, some real world data here. I ran four 111.xx mph trap speed runs in a row, best of which was 111.94 mph trap speed in my EVO X MR on the stock turbo, and it is a heavier car than the ralliart... I see no problems with a ralliart with EVO X turbo hitting better than that trap speed.

Keith

 

So what would a bone stock Ralliart dyno with the WCF SAE J1349 weather correction turned off?

 

That depends on weather it is a hot day or a cool night

Sort of the point to weather correction... but I understand they have taken some crap over weather correction since weather is warm in Florida, so weather correction always improves their dyno charts... so some people claim they improve them too much, thus to keep from taking crap over it they are running without weather correction.

Keith

 

Would have to pull up some files in the dyno computer and see.

 

according to my prime co. beeper my car puts down 500 WHP,it's equipped with a gravity-core that detects the slightest motion but of course it's auto corrected to a viper engine...sike!

anyways..
Nice numbers! Just curious to see how much that time slip will back it up.

 

was ams having shift issues? i think i remember reading something about adjusting the shift points..was that it?

 

Warm is an understatement. More like heatstroke. We would gladly tune any of these cars in the dry air of CA or cool northeast USA anyday over 99% humidity daily and 95-105*F shop.

 

220whp without WCF it looks like:

 

Trade you for 93 octane.

 

December 1st 2008 in the middle of winter @ 40-60*F according to the last dynosheet posted above.

The uncorrected is lower whenever humidity is high and temperatures are over SAE J1349 77*F average as seen most of the time below.

Anyone who compares a 91 octane car to a 93oct 10% ethanol content dyno is an idiot.

Trying to justify that XXX dyno reads lower than another dyno when one uses 91 octane and the other uses 93 octane is stupid.

 

Just some more data for the data hungry.

Jan 09, no WCF, approx 55F:

192whp / 217wtq



Sept 5th 09, no WCF, approx 70F:

193whp / 208wtq



Sept 12th 09, no WCF, approx 65F:

190whp / 204wtq




---------------------------------------------------

Anyway, back on topic. We have a 09 RA with a Evo 10 turbo coming in very soon so people can see the data from that as well!

Cheers,

- Bryan

 

Correct me if I'm wrong, but the octane rating shouldn't affect stock pulls. I would think that Mitsubishi would use the same map for all of their cars and tune it for the lowest common denominator (i.e., AZ/CA/NV 91 octane).

 

You're correct, same ROM, logged no knock, and 10% eth fuel as well.

But for more data, here is 93 oct, on a dynojet, 100% stock RA:

Oct 20th, 77F, no WCF:

200whp / 223wtq



Same but with SAE correction (still 77F):

199whp / 222wtq



Everybody likes data and that is what I posted. It's there for people to take in.

Now lets talk more about Evo 10 turbos on RA's.

- Bryan

 

AK is 90 octane in subzero temperatures. With the number of threads posted with random knock present and also audible knock being able to be heard and no knocksums being present on the logs we would say YES there is a difference in octane levels effect on any dyno.