Tsudo Exhaust for the 08 Lancer
Thread Starter
Newbie
Joined: Apr 2007
Posts: 47
Likes: 0
From: Downey SOCAL
Tsudo Exhaust for the 08 Lancer
i just saw that they have made an exhaust for the 2008 Lancer and they are taking pre orders. Its a N1 style, looks pretty decent.
I talked to them and they said they can discount them for us
http://www.speed-element.com/servlet/Detail?no=166
Remember to use the code "LTUNERS" for the discount
already pre ordered mine! cant wait
I talked to them and they said they can discount them for us
http://www.speed-element.com/servlet/Detail?no=166
Remember to use the code "LTUNERS" for the discount
already pre ordered mine! cant wait
figured that out.. it still looks weird to me.. maybe cause im super tired and my eyes are sleepy.. has anyone ever heard of this shop before??
Trending Topics
Former Sponsor
Joined: Jul 2007
Posts: 2,362
Likes: 1
From: the land between lancer and evo
ya but i have been getting alot of odd requests from japan lately to my exhaust painted black, new trend maybe?
either way, this exhaust is BIG and shinny lol reminds me of of a military Javlin launcher lol just chrome instead of green heheh
either way, this exhaust is BIG and shinny lol reminds me of of a military Javlin launcher lol just chrome instead of green heheh
Evolving Member
Joined: Nov 2007
Posts: 120
Likes: 0
From: OC
Muffler features 2.5" inlet with 4.5" exhaust tip. umm wtf mayte. sounds way to big for our car hahah
so are we ganna have any low end torque left? lol
evosoul imput on that =]
Former Sponsor
Joined: Jul 2007
Posts: 2,362
Likes: 1
From: the land between lancer and evo
I have done a bit of testing already with different configurations but I can really only speak for my own projects, but with the type of canister I had 2.5" wasnt an option for low end results. 2.25" was optimal when utilizing the stock poping
My goal or what I am hungry for is low end power. With a CVT your transmission is always pushing RPM down when you ramp up the throttle unless you got 100 wide open. It doest that for a reason, it attempts to balance your requests for power with the proper RPM level to optimize fuel economy.
Making reference to Mitsu's documentation on their MIVEC system,
http://www.mitsubishi-motors.com/cor...e/e/mivec.html
Your low END MIVEC is kicking in and giving you power, the latest generation of Mivec in your 4b11 working in concert with your CVT transmission (if you have one) keeps your engine in the zones of performance when your foot demands power.
The reason why your car feels slow in its stock form is because your exhaust muffler is molesting exhaust flow as it comes down the pipe. When there is restriction your engine has to work harder to push the flow thru. During times of high demand your engine is working even harder. Alot of the reviews including my own of the stock car felt that, driving a CVT and just had to use the paddle shifters to get the most out of that engine. With my experience with the exhaust testing tells me, that train of thought just isnt true. The root of the problem is Mitsu's stock muffler, its great for sound damping and vibration cancelling but it just hurts performance on the low end. Gunning that pedal on the floor and having to constantly replant your foot to get that performance you are seeking makes you think that Mitsu almost got it right. And to be honest, now I think they did, but you have to unlock the performance box for yourself.
When you throw on a better performing muffler you are taking alot of pressure off of your engine. But if you go too far, if you open up that pipe too much and do not leave enough restriction / backpressure you can do more harm then good in terms of fuel economy and low end performance. This is not to say that this or any other exhaust is potentially bad, but you have to be very clear when you are describing your objective in terms of performance. Are you seeking an even distrubution of power, are you out for low and mid range tq or out for high end HP the tuner profiles are endless.
There was a good article out there that is pretty good at describing engine exhaust flow, was from a guy at overboost.com but it was some time ago and overboost is not around anymore. http://www.nsxprime.com/FAQ/Miscella...austtheory.htm The article isnt perfect, but for those out there who are just getting an idea of what exhaust tuning is about, its a great source for noobs. and from there you have an idea of the right kinda questions to ask. Now that said I am not stating this article is the ends all of everything, its one of many points of view out there and i suggest you guys do some more searching for articles like this.
Anyways back to exhaust stuff with our car. I started on the single pipe exhaust project recently and I have selected a configuration very similar to the dual exhaust setup. with the canister running sideways. This deals with a problem of aerodynamic drag on the car. Some computer models I have seen say that all these bolt ons are great on the dyno but the large pocket where your exhaust use to be leads to a great deal of drag.
At the request of some friends I am attempting to design an air damn that will negate those drag effects for those with regular bolt ons like this. R&D is great but sometimes I wonder if some put thought into stuff beyond the exhaust.
GOD Another long rant. I will shut up now lol
Last edited by evo_soul; Dec 18, 2007 at 08:06 PM.
Evolving Member
Joined: Nov 2007
Posts: 120
Likes: 0
From: OC
lol why you looking at me lol
I have done a bit of testing already with different configurations but I can really only speak for my own projects, but with the type of canister I had 2.5" wasnt an option for low end results. 2.25" was optimal when utilizing the stock poping
My goal or what I am hungry for is low end power. With a CVT your transmission is always pushing RPM down when you ramp up the throttle unless you got 100 wide open. It doest that for a reason, it attempts to balance your requests for power with the proper RPM level to optimize fuel economy.
Making reference to Mitsu's documentation on their MIVEC system,
http://www.mitsubishi-motors.com/cor...e/e/mivec.html
Your low END MIVEC is kicking in and giving you power, the latest generation of Mivec in your 4b11 working in concert with your CVT transmission (if you have one) keeps your engine in the zones of performance when your foot demands power.
The reason why your car feels slow in its stock form is because your exhaust muffler is molesting exhaust flow as it comes down the pipe. When there is restriction your engine has to work harder to push the flow thru. During times of high demand your engine is working even harder. Alot of the reviews including my own of the stock car felt that, driving a CVT and just had to use the paddle shifters to get the most out of that engine. With my experience with the exhaust testing tells me, that train of thought just isnt true. The root of the problem is Mitsu's stock muffler, its great for sound damping and vibration cancelling but it just hurts performance on the low end. Gunning that pedal on the floor and having to constantly replant your foot to get that performance you are seeking makes you think that Mitsu almost got it right. And to be honest, now I think they did, but you have to unlock the performance box for yourself.
When you throw on a better performing muffler you are taking alot of pressure off of your engine. But if you go too far, if you open up that pipe too much and do not leave enough restriction / backpressure you can do more harm then good in terms of fuel economy and low end performance. This is not to say that this or any other exhaust is potentially bad, but you have to be very clear when you are describing your objective in terms of performance. Are you seeking an even distrubution of power, are you out for low and mid range tq or out for high end HP the tuner profiles are endless.
There was a good article out there that is pretty good at describing engine exhaust flow, was from a guy at overboost.com but it was some time ago and overboost is not around anymore. http://www.nsxprime.com/FAQ/Miscella...austtheory.htm The article isnt perfect, but for those out there who are just getting an idea of what exhaust tuning is about, its a great source for noobs. and from there you have an idea of the right kinda questions to ask. Now that said I am not stating this article is the ends all of everything, its one of many points of view out there and i suggest you guys do some more searching for articles like this.
Anyways back to exhaust stuff with our car. I started on the single pipe exhaust project recently and I have selected a configuration very similar to the dual exhaust setup. with the canister running sideways. This deals with a problem of aerodynamic drag on the car. Some computer models I have seen say that all these bolt ons are great on the dyno but the large pocket where your exhaust use to be leads to a great deal of drag.
At the request of some friends I am attempting to design an air damn that will negate those drag effects for those with regular bolt ons like this. R&D is great but sometimes I wonder if some put thought into stuff beyond the exhaust.
GOD Another long rant. I will shut up now lol
I have done a bit of testing already with different configurations but I can really only speak for my own projects, but with the type of canister I had 2.5" wasnt an option for low end results. 2.25" was optimal when utilizing the stock poping
My goal or what I am hungry for is low end power. With a CVT your transmission is always pushing RPM down when you ramp up the throttle unless you got 100 wide open. It doest that for a reason, it attempts to balance your requests for power with the proper RPM level to optimize fuel economy.
Making reference to Mitsu's documentation on their MIVEC system,
http://www.mitsubishi-motors.com/cor...e/e/mivec.html
Your low END MIVEC is kicking in and giving you power, the latest generation of Mivec in your 4b11 working in concert with your CVT transmission (if you have one) keeps your engine in the zones of performance when your foot demands power.
The reason why your car feels slow in its stock form is because your exhaust muffler is molesting exhaust flow as it comes down the pipe. When there is restriction your engine has to work harder to push the flow thru. During times of high demand your engine is working even harder. Alot of the reviews including my own of the stock car felt that, driving a CVT and just had to use the paddle shifters to get the most out of that engine. With my experience with the exhaust testing tells me, that train of thought just isnt true. The root of the problem is Mitsu's stock muffler, its great for sound damping and vibration cancelling but it just hurts performance on the low end. Gunning that pedal on the floor and having to constantly replant your foot to get that performance you are seeking makes you think that Mitsu almost got it right. And to be honest, now I think they did, but you have to unlock the performance box for yourself.
When you throw on a better performing muffler you are taking alot of pressure off of your engine. But if you go too far, if you open up that pipe too much and do not leave enough restriction / backpressure you can do more harm then good in terms of fuel economy and low end performance. This is not to say that this or any other exhaust is potentially bad, but you have to be very clear when you are describing your objective in terms of performance. Are you seeking an even distrubution of power, are you out for low and mid range tq or out for high end HP the tuner profiles are endless.
There was a good article out there that is pretty good at describing engine exhaust flow, was from a guy at overboost.com but it was some time ago and overboost is not around anymore. http://www.nsxprime.com/FAQ/Miscella...austtheory.htm The article isnt perfect, but for those out there who are just getting an idea of what exhaust tuning is about, its a great source for noobs. and from there you have an idea of the right kinda questions to ask. Now that said I am not stating this article is the ends all of everything, its one of many points of view out there and i suggest you guys do some more searching for articles like this.
Anyways back to exhaust stuff with our car. I started on the single pipe exhaust project recently and I have selected a configuration very similar to the dual exhaust setup. with the canister running sideways. This deals with a problem of aerodynamic drag on the car. Some computer models I have seen say that all these bolt ons are great on the dyno but the large pocket where your exhaust use to be leads to a great deal of drag.
At the request of some friends I am attempting to design an air damn that will negate those drag effects for those with regular bolt ons like this. R&D is great but sometimes I wonder if some put thought into stuff beyond the exhaust.
GOD Another long rant. I will shut up now lol
and thats why i wanted your response so damn thorough.
one more thing how is the diameter at the "tip" important? or is it all the internal piping?