Here is a newbie question ,I was wondering if i could get some info and opinion regarding how better the evo 9 motor with Mivec is compared to a evo 8 with a evo 9 turbo and some aftermarket cams and some other upgrades. If both built equally to about the same mods, would the evo 8 even come to close to the potential of the evo 9. Thanks.
Evolving Member
Search. If you are going to build the engine people say get the 8 cause the money you save between the two makes up for it. If you are just doing bolt on's then get the 9 cause you will make more power cause of mivec.
Newbie
my opinion- i think 8 motor are stronger! been out for years!! all the fastest evo are build from 8!!
Evolved Member
Depends. Evo 9s have bigger turbos, a more capable fuel pump, more aggressive camshaft, the intercooler is a tad bigger, and their diverter valve can hold a bit more boost. If you're going to replace all of that I would say go with an 8 motor because they're cheaper and can be found easier.
so having a evo 9 turbo plus cams new bov and higher boost it would be sorta for equal?
Evolved Member
Quote:
Evo 8 and 9 stock intercoolers are 100% the same.Originally Posted by hiboost2.0
Depends. Evo 9s have bigger turbos, a more capable fuel pump, more aggressive camshaft, the intercooler is a tad bigger, and their diverter valve can hold a bit more boost. If you're going to replace all of that I would say go with an 8 motor because they're cheaper and can be found easier.
Evo IX motors have 10% closer tolerance then the 8's in terms of piston clearance so that is better. The Mivic does WONDERS for spool and you can run a more aggressive cam and then advance it up to. No contest IMHO.
Stole this from Tri State tuners.
Stole this from Tri State tuners.
Quote:
Both the Evo 8 and the evo 9 have the same 4G63 Engine ofcourse evo 9 engine is more refined it comes with MIVEC (Mitsubishi Innovative Valve timing Electronic Control system) Mivec withiun the Evo 9 works just like MIVEC on a regular lancer heres a small explanation of it directly from mitsubishi
The dual-intake valve camshaft enables changing between low-speed and high-speed modes, resulting in easy operation from low to high rpms, improving the driving experience when starting from a stop light, merging onto the freeway, or accelerating to overtake another car. In the pursuit of pure driving enjoyment, potentially incompatible goals like fuel economy, environment-friendliness, and clean driving have all been achieved.
[Low-speed Mode]
The difference in the dual-intake valve lift (low lift and medium lift) and enhanced in-cylinder streaming further stabilize combustion without compromising fuel economy, emissions, and torque.
[High-speed Mode]
Extending the injection valve opening time and expanding the valve lift range increases intake air mass and achieves output close to best in class.
Also:
The Lancer Evolution is the first vehicle in the series to feature MIVEC (Mitsubishi Innovative Valve timing and Electronic Control). The Lancer Evolution’s MIVEC system operates on the intake camshaft, helping to optimize the engine’s valve timing to optimize the combustion in all running conditions. This technology results in more torque and horsepower while improving fuel economy across the entire rev range. The improved breathing afforded by this valve train enhancement moves the engine’s redline to 7000 rpm.
The MIVEC system can alter the intake camshaft sprocket's phase angle to retard the timing of the closure of the intake valves at higher rpm. This valve event timing creates more power because of the more efficient and complete filling of the combustion chamber thanks to the intake charge's inertia effect. Meanwhile at lower rpm, the MIVEC system will retard the timing of the opening of the intake valves to decrease intake/exhaust overlap timing, helping promote more stable combustion, while reducing fuel consumption and emissions.
The Lancer Evolution’s MIVEC system uses the engine’s oil pressure to engage movement of the intake camshaft’s front sprocket. As the camshaft control signals are received from the ECM, a spool valve at the oil control valve moves the sprocket toward the advance or retard side depending on the ECM signal. As the intake camshaft’s actual and target sprocket angles meet, the oil pressure in the advance and the retard chambers is held to maintain the phase angle of the camshaft. The MIVEC system’s oil control valve is a closed loop system so that the actual and target phase angels are identical.
EVO IX
http://www.socalevo.net/images/stori..._ix_engine.jpg
http://www.hostdub.com/albums/burnin...n9_2.sized.jpg
EVOVIII
http://www.mitsubishi-motors.co.za/F...ges/engine.jpg
THE EVO IX TURBO IS NOT A 20G TURBO
Another Improvement to the EVO IX's 4G63 engine is an updated turbocharger that is more responsive than previous designs, achieving 5 percent faster boost. The shape of the TD05HR-16G6C-10.5T turbocharger’s compressor cover has been enhanced to optimize responsiveness and durability. The result is more torque in the 1800-5000 rpm range, as well as higher output from the peak output speed of 6500 rpm all the way to the 7000 rpm limit. The turbocharger’s wastegate valve is now more circular in shape, and lighter in weight. Turbo boost is 139kPA (20psi) at 3500 rpm and 111 kPA (16 psi) at 6500 rpm. The 2.0-liter power plant generates class-leading torque of 289 lb-ft at 3500 rpm, and 286 horsepower at 6500 rpm. Which makes this compressor housing more suitable for the 20G conversion and is being currently tested thru various turbo shops including Bushur Racing, it is believed that with the EVO 9 Compressor housing the 20G turbo will be able to provide with even more power with less boost spiking that is the major drawback right now.
All evo 9's come with the JDM MR bov, which is diffrent then the EVO 8 which used a plastic diverter valve as opposed to the steel one of the MR.
A five-layer metal head gasket design with revised coolant passage holes replaces the three-layer metal unit to better withstand the engine’s elevated, forced induction fed cylinder pressures. The pistons in the Lancer Evolution are made of a stronger alloy and are sealed to the cylinder wall using a more efficient two-piece ring package, replacing the previous three-piece ringset. This revised ring arrangement helps reduce the engine’s oil consumption by 10 percent. A new bell housing cover made of a vibration dampening steel was employed to help reduce exterior noise. A new design cast magnesium valve cover highlighting the engine’s MIVEC feature is also new for 2006. A revised fuel pump with 7 percent higher capacity also appears in the Lancer Evolution along with a redesigned muffler that enhances the exhaust note at low to mid-range engine speeds.
The five-speed transmission found in the Lancer Evolution has been upgraded with more closely spaced gears, with the fifth gear changed to a 0.761 ratio from a 0.721 ratio. Meanwhile first through fourth gear are more closely spaced than in previous model years’ five-speed. The five-speed transmission has a 4.529 final drive ratio
Another improvement in the EVO 9 is its ECU now is capable of storing 6 diffrent maps as opposed to 3 in the EVO VIII, the drawback is currently it can only be tuned by the ECUTECK software although companies such as TECTOM are working to allow their software to work with it as well.
Although even in the EVO IX brochure from mitsubishi, they state that the IX has hollow camshafts and a magnesium valve cover that is not new to the EVO IX the EVO VIII also has these things, as well as aluminium roof is also used in both the EVO VIII and the EVO IX heres some facts about the roof:
The use of aluminum reduces the upper body weight by approximately 8.8 lbs (4 kg), which in turn lowers the center of gravity and reduces the roll moment, helping to improve handling performance. With the new roof, the Evolution’s center of gravity was lowered by 3 mm. By comparison, to achieve the equivalent center of gravity, a conventional steel roof would have to be lowered 50 mm.
To join the steel frame and aluminum roof panel, Mitsubishi employed an innovative manufacturing method that makes use of self-piercing rivets – which expand radially into the steel of the structural member below – and structural adhesive.
A single longitudinal design bead in the roof panel solves the problem of thermal warping that would normally occur in the manufacturing process due to aluminum’s thermal expansion coefficient, which is nearly twice that of steel. For increased cabin strength, diagonal braces reinforce the roof joints at the front, center and rear pillars.
http://i16.photobucket.com/albums/b40/slawomiw/roof.jpg
IMPORTANT IMPROVEMENT IN THE 2005 EVO VIII as compared to the 2003, 2004 is the 10.5 hotside on the turbo which is also used in the EVO IX, and the ACD (active center differential)
Both the Evo 8 and the evo 9 have the same 4G63 Engine ofcourse evo 9 engine is more refined it comes with MIVEC (Mitsubishi Innovative Valve timing Electronic Control system) Mivec withiun the Evo 9 works just like MIVEC on a regular lancer heres a small explanation of it directly from mitsubishi
The dual-intake valve camshaft enables changing between low-speed and high-speed modes, resulting in easy operation from low to high rpms, improving the driving experience when starting from a stop light, merging onto the freeway, or accelerating to overtake another car. In the pursuit of pure driving enjoyment, potentially incompatible goals like fuel economy, environment-friendliness, and clean driving have all been achieved.
[Low-speed Mode]
The difference in the dual-intake valve lift (low lift and medium lift) and enhanced in-cylinder streaming further stabilize combustion without compromising fuel economy, emissions, and torque.
[High-speed Mode]
Extending the injection valve opening time and expanding the valve lift range increases intake air mass and achieves output close to best in class.
Also:
The Lancer Evolution is the first vehicle in the series to feature MIVEC (Mitsubishi Innovative Valve timing and Electronic Control). The Lancer Evolution’s MIVEC system operates on the intake camshaft, helping to optimize the engine’s valve timing to optimize the combustion in all running conditions. This technology results in more torque and horsepower while improving fuel economy across the entire rev range. The improved breathing afforded by this valve train enhancement moves the engine’s redline to 7000 rpm.
The MIVEC system can alter the intake camshaft sprocket's phase angle to retard the timing of the closure of the intake valves at higher rpm. This valve event timing creates more power because of the more efficient and complete filling of the combustion chamber thanks to the intake charge's inertia effect. Meanwhile at lower rpm, the MIVEC system will retard the timing of the opening of the intake valves to decrease intake/exhaust overlap timing, helping promote more stable combustion, while reducing fuel consumption and emissions.
The Lancer Evolution’s MIVEC system uses the engine’s oil pressure to engage movement of the intake camshaft’s front sprocket. As the camshaft control signals are received from the ECM, a spool valve at the oil control valve moves the sprocket toward the advance or retard side depending on the ECM signal. As the intake camshaft’s actual and target sprocket angles meet, the oil pressure in the advance and the retard chambers is held to maintain the phase angle of the camshaft. The MIVEC system’s oil control valve is a closed loop system so that the actual and target phase angels are identical.
EVO IX
http://www.socalevo.net/images/stori..._ix_engine.jpg
http://www.hostdub.com/albums/burnin...n9_2.sized.jpg
EVOVIII
http://www.mitsubishi-motors.co.za/F...ges/engine.jpg
THE EVO IX TURBO IS NOT A 20G TURBO
Another Improvement to the EVO IX's 4G63 engine is an updated turbocharger that is more responsive than previous designs, achieving 5 percent faster boost. The shape of the TD05HR-16G6C-10.5T turbocharger’s compressor cover has been enhanced to optimize responsiveness and durability. The result is more torque in the 1800-5000 rpm range, as well as higher output from the peak output speed of 6500 rpm all the way to the 7000 rpm limit. The turbocharger’s wastegate valve is now more circular in shape, and lighter in weight. Turbo boost is 139kPA (20psi) at 3500 rpm and 111 kPA (16 psi) at 6500 rpm. The 2.0-liter power plant generates class-leading torque of 289 lb-ft at 3500 rpm, and 286 horsepower at 6500 rpm. Which makes this compressor housing more suitable for the 20G conversion and is being currently tested thru various turbo shops including Bushur Racing, it is believed that with the EVO 9 Compressor housing the 20G turbo will be able to provide with even more power with less boost spiking that is the major drawback right now.
All evo 9's come with the JDM MR bov, which is diffrent then the EVO 8 which used a plastic diverter valve as opposed to the steel one of the MR.
A five-layer metal head gasket design with revised coolant passage holes replaces the three-layer metal unit to better withstand the engine’s elevated, forced induction fed cylinder pressures. The pistons in the Lancer Evolution are made of a stronger alloy and are sealed to the cylinder wall using a more efficient two-piece ring package, replacing the previous three-piece ringset. This revised ring arrangement helps reduce the engine’s oil consumption by 10 percent. A new bell housing cover made of a vibration dampening steel was employed to help reduce exterior noise. A new design cast magnesium valve cover highlighting the engine’s MIVEC feature is also new for 2006. A revised fuel pump with 7 percent higher capacity also appears in the Lancer Evolution along with a redesigned muffler that enhances the exhaust note at low to mid-range engine speeds.
The five-speed transmission found in the Lancer Evolution has been upgraded with more closely spaced gears, with the fifth gear changed to a 0.761 ratio from a 0.721 ratio. Meanwhile first through fourth gear are more closely spaced than in previous model years’ five-speed. The five-speed transmission has a 4.529 final drive ratio
Another improvement in the EVO 9 is its ECU now is capable of storing 6 diffrent maps as opposed to 3 in the EVO VIII, the drawback is currently it can only be tuned by the ECUTECK software although companies such as TECTOM are working to allow their software to work with it as well.
Although even in the EVO IX brochure from mitsubishi, they state that the IX has hollow camshafts and a magnesium valve cover that is not new to the EVO IX the EVO VIII also has these things, as well as aluminium roof is also used in both the EVO VIII and the EVO IX heres some facts about the roof:
The use of aluminum reduces the upper body weight by approximately 8.8 lbs (4 kg), which in turn lowers the center of gravity and reduces the roll moment, helping to improve handling performance. With the new roof, the Evolution’s center of gravity was lowered by 3 mm. By comparison, to achieve the equivalent center of gravity, a conventional steel roof would have to be lowered 50 mm.
To join the steel frame and aluminum roof panel, Mitsubishi employed an innovative manufacturing method that makes use of self-piercing rivets – which expand radially into the steel of the structural member below – and structural adhesive.
A single longitudinal design bead in the roof panel solves the problem of thermal warping that would normally occur in the manufacturing process due to aluminum’s thermal expansion coefficient, which is nearly twice that of steel. For increased cabin strength, diagonal braces reinforce the roof joints at the front, center and rear pillars.
http://i16.photobucket.com/albums/b40/slawomiw/roof.jpg
IMPORTANT IMPROVEMENT IN THE 2005 EVO VIII as compared to the 2003, 2004 is the 10.5 hotside on the turbo which is also used in the EVO IX, and the ACD (active center differential)
Quote:
Evo 7? 14 years? Maybe Evo 6? The Evo 7 came out in 2001 or so, I am confused?Originally Posted by Grayzie4you
14 years with the original motor can't go wrong !!!
Evolved Member
Evo 4 received the new rotated 4G63. Evo 4 came out in 1996.