Gump's 2.3 PTE 6765 93 Octane AEM EMS
Gump's 2.3 PTE 6765 93 Octane AEM EMS
Grab some popcorn or just skip to the dyno sheets and video 
We recently finished building this 2008 Mitsubishi Evo X. When it first came to us it came in to diagnose the clutch pedal sticking to the floor, smoking and a tune. He couldn't take it to the previous shop that built it as they had skipped town for the fifth time and stolen parts from him.
The SSP clutch master cylinder looked like a dinosaur had chewed on the locking ring. The compression and leakdown numbers were terrible. Oil was leaking past the seal and turbine end piston. One of the two fuel filters was clogged. The fuel injectors were flowing horribly and atomisation was almost none existant. The block was not usable. It had been cut, partially filled and welded. One of the pistons was partially melted. The rings were shot. Two of the JUN rods were bent. The transfer case was leaking fluid due to lack of sealant. The wideband o2 sensor was dead due to leaded fuel. The only thing that was decent on the bottom end was the main bearings, rod bearings and crankshaft.
So we end up pulling everything and begin inspection of what we can and can't use. Order a new block from Mitsubishi. It was damaged in shipping. Had to ship it back before they would send another block out. The block was "misplaced" by the shipping company during shipping. It magically is found at the end of their investigation. This is two weeks later. Order the new rods from JUN. Send JE the original JUN pistons to sample. Send PTE the turbo that had been "rebuilt" by the previous builders but never really had been rebuilt. We end up putting a dynamic big shaft seal and gapless turbine end piston in there to assure no oil issues with it. Given all the issues everything was coming together. The owner and us had spoke about doing a standalone on the car. So we ended up wiring an AEM EMS Series 2 from a Honda in with the stock ecu. The stock ecu is retained for the dbw and idle control. After figuring out the cam control, dbw and everything else the car ran great. The knock control is setup very aggressive and is done via frequency and voltage.
2008 Mitsubishi Evo X
- Brand new 4B11 block
- JUN 2.3 crankshaft
- JUN 2.3 forged rods
- JE custom 8.8:1 forged pistons
- AEM EMS Series 2 wired/setup/tune by IP
- IP boost control solenoid
- ARP head studs
- ARP main studs
- Cosworth MX-1 camshafts (266/266)
- Supertech dual valve springs
- Supertech titanium retainers
- Sidewinder exhaust manifold
- Precision T3 6765 .63 turbo
- Buschur Racing intercooler
- IP turbine blanket
- 3" downpipe
- Buschur Racing 3" dual exhaust Quiet mufflers
- DW 1200cc fuel injectors
- Aeromotive A1000 fuel pump
- Aeromotive fuel pressure regulator
- Tilton triple disc clutch
- Shep custom rear end
- Shep built transmission
- Shep built transfer case
- DSS axles
- DSS driveshaft
- Brad Penn Break-In oil
- Brad Penn 10 30 oil
- Amsoil transmission and transfer case
Video of two dyno pulls
Below are the dyno sheets Uncorrected, SAE and STD. It was roughly 80 - 82 degrees 29% - 31% humidity. All pulls were done in third gear with one small fan. Boost pressure was roughly 23lbs creeping to 24lbs.
We recently finished building this 2008 Mitsubishi Evo X. When it first came to us it came in to diagnose the clutch pedal sticking to the floor, smoking and a tune. He couldn't take it to the previous shop that built it as they had skipped town for the fifth time and stolen parts from him.
The SSP clutch master cylinder looked like a dinosaur had chewed on the locking ring. The compression and leakdown numbers were terrible. Oil was leaking past the seal and turbine end piston. One of the two fuel filters was clogged. The fuel injectors were flowing horribly and atomisation was almost none existant. The block was not usable. It had been cut, partially filled and welded. One of the pistons was partially melted. The rings were shot. Two of the JUN rods were bent. The transfer case was leaking fluid due to lack of sealant. The wideband o2 sensor was dead due to leaded fuel. The only thing that was decent on the bottom end was the main bearings, rod bearings and crankshaft.
So we end up pulling everything and begin inspection of what we can and can't use. Order a new block from Mitsubishi. It was damaged in shipping. Had to ship it back before they would send another block out. The block was "misplaced" by the shipping company during shipping. It magically is found at the end of their investigation. This is two weeks later. Order the new rods from JUN. Send JE the original JUN pistons to sample. Send PTE the turbo that had been "rebuilt" by the previous builders but never really had been rebuilt. We end up putting a dynamic big shaft seal and gapless turbine end piston in there to assure no oil issues with it. Given all the issues everything was coming together. The owner and us had spoke about doing a standalone on the car. So we ended up wiring an AEM EMS Series 2 from a Honda in with the stock ecu. The stock ecu is retained for the dbw and idle control. After figuring out the cam control, dbw and everything else the car ran great. The knock control is setup very aggressive and is done via frequency and voltage.
2008 Mitsubishi Evo X
- Brand new 4B11 block
- JUN 2.3 crankshaft
- JUN 2.3 forged rods
- JE custom 8.8:1 forged pistons
- AEM EMS Series 2 wired/setup/tune by IP
- IP boost control solenoid
- ARP head studs
- ARP main studs
- Cosworth MX-1 camshafts (266/266)
- Supertech dual valve springs
- Supertech titanium retainers
- Sidewinder exhaust manifold
- Precision T3 6765 .63 turbo
- Buschur Racing intercooler
- IP turbine blanket
- 3" downpipe
- Buschur Racing 3" dual exhaust Quiet mufflers
- DW 1200cc fuel injectors
- Aeromotive A1000 fuel pump
- Aeromotive fuel pressure regulator
- Tilton triple disc clutch
- Shep custom rear end
- Shep built transmission
- Shep built transfer case
- DSS axles
- DSS driveshaft
- Brad Penn Break-In oil
- Brad Penn 10 30 oil
- Amsoil transmission and transfer case
Video of two dyno pulls
Below are the dyno sheets Uncorrected, SAE and STD. It was roughly 80 - 82 degrees 29% - 31% humidity. All pulls were done in third gear with one small fan. Boost pressure was roughly 23lbs creeping to 24lbs.
Last edited by alpha; Nov 25, 2011 at 10:55 AM.
Congrats on finally having a reliable car gump! Just wish it would have happened a little sooner, but I guess now is better than never. Your car is in loving hands with Alpha and his crew at IP! Cant wait to see it on the streets.
Thanks for all the kind comments. We really try hard.
Gump will have to give the details on the rear end.
The owner, Gump, is going to put the car for sale. Unfortunately Roberto Mendoza and David Solar with Brothers Racing, Fully Built, **** Motorsports, BVP and all their other shop names took a financial toll on Gump. I wish the new owner the best of luck and hopefully I will be tuning it for more boost for the new owner.
The owner, Gump, is going to put the car for sale. Unfortunately Roberto Mendoza and David Solar with Brothers Racing, Fully Built, **** Motorsports, BVP and all their other shop names took a financial toll on Gump. I wish the new owner the best of luck and hopefully I will be tuning it for more boost for the new owner.
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Thanks for all the kind comments. We really try hard.
Gump will have to give the details on the rear end.
The owner, Gump, is going to put the car for sale. Unfortunately Roberto Mendoza and David Solar with Brothers Racing, Fully Built, **** Motorsports, BVP and all their other shop names took a financial toll on Gump. I wish the new owner the best of luck and hopefully I will be tuning it for more boost for the new owner.
Gump will have to give the details on the rear end.
The owner, Gump, is going to put the car for sale. Unfortunately Roberto Mendoza and David Solar with Brothers Racing, Fully Built, **** Motorsports, BVP and all their other shop names took a financial toll on Gump. I wish the new owner the best of luck and hopefully I will be tuning it for more boost for the new owner.
Either way, good to see you got Gump's car running reliably and to its full potential. Just sad that he has to sell it now.
Good to see your Evo X is back in action, and I can only hope that Karma gets both of those c**kbags for what they did...!