Don't be Cause all that is based on speculation right now. It will only happen if the deal goes through. If the it does not, then I'll have to put my hopes on a few lottery tickets But I don't expect much from that one though

 

Still. I want a signing bonus too!

 

Or you could do the RIPP mods supercharger- 11psi on STOCK internals as a daily driver (I know, I couldn't believe it, either) and they're making about 280 WHP, dynoe'd. Look for the LONG LONG thread about them Their kit is about $3800 and install is supposed to be dead simple. It's the way I'm gonna go next year when I get my first tax return back from my house purchase.

 

an extra 5k, no he mean't its gonna be 4k, and spend and extra 1k on internals to bring his total to 5k.

and yeah, i'm gonna get ripps supercharge. unless something good comes out with in the next year.

 

check out RIPPs super charger.

 

i'm late on this one but i'm running NA with no RRM ecu or any kind of ignition timing mod. i'm getting a consistent 133-140whp on a pda dyno that is claimed to be comparable to dynojet numbers. the list you got there might yield a little higher than myself. 133-140whp is about 160-165 hp to the crank. i've got rpw 4-1 headers which i think gives me the best "oomph" out of my mods.

also i believe the rrm NA ecu piggyback brings a car with intake and exhaust to 127whp? that is a worthwhile investment. not too sure if that # requires a header or not. a while back (with some really poor tuning) i ran a relaxed 17.2 while a OZ with rrm piggyback and both cats ran 17.0. don't mind the times too much since the track was slippery that day.

 

Rods will hold different values depending on how good the tune is. You can get ****ty rods to hold over 300 whp (like my MP3) while at the same time those rods will routinely blow out at 200 whp with bad tunes and/or bad drivers.

I have no love nor hate for RRM, I'm quite indifferent, in fact I just like spool But the RRM kit is not that good. It's great from the standpoint that it is reliable and has done well for people, but at the same time other than what boe is doing to it, it doesn't seem to upgrade all that far without redoing the whole turbo. Frankly their IC kit is similar to most companies Stage 1. and put it this way the turbo system I have on my MP3 is a Stage 4, Costs about 5.5K and runs a standalone fuel management system, G16 turbo, STAINLESS steel piping, CAI, rather massive intercooler, polished intake mainfold, 8 550cc injectors, 255L fuel pump, and on racing octane can push 19 psi and over 300 whp. I have dynos from it that prove it does 250 at the wheels at 16 psi on normal gas. That's an awful lot of turbo and system for under 6K. If you do some research among protege owners you'll see that the rods are week and people routinely chew them up. No it isn't a lancer. But the point is it is a 2.0L engine with a well done turbo system that overcomes some incredibly week internals. The fact is that the guy that owned the car before me was a professional tuner and turbo maker and designed the kits for the protege. He tuned the car well and it makes more proven hp than any other protege in the US from my knowledge right now, and does it on stock internals. And trust me.. read around there are plenty of people having internals problems with proteges. I will be replacing internals, but that is partly because I will be doing some high speed racing which an be very hard on the internals and I don't need the engine blowing up on me on the track doing 130 mph.

All the problems people have with the cylinders for this engine are from problems with their system, not necessarily the weakness of the pistons. Yes the pistons are weak to an extent, but if the tune and so forth is proper the pistons will NOT break, and up to rather high power levels. The simple fact that is if you have any kind of detonation or lean condition you will destroy components. If you over rev your engine with a lot of power, you will destroy components. With how lean the RRM turbo can run up top and so forth you will run in to detonation and take out internals. At least that is my knowledge based on what I saw about AFR's up top from a couple of people.

 

i thought ripps sds was around 280 chp, and 222 whp.

 

Not even at the crank. If you calculate the drivetrain loss for 222 whp you get like 248chp. Its posted all over there site. I know, I payed $2500 towards mine already.

 

As for the NA gains, now I have header, intake, exhaust and test pipe, with 109 at the wheels at 5800 rpm. You have to remember, each part will give you its gains at different rpms, not just a peak #.

 

also keep in mind that any numbers a manufacturer posts typically are slightly "tuned" even though they'll say somewhat otherwise. Only really believe the dyno's that people put up after buying the kits. RRM posts 200+ for the non ic... but the dynos we have so far are around 180.. whp. so probably about 200 chp. But they say whp on the site I believe. Very much possible to get the number they give, but not usually happening right out of the box. Treat everything with skepticism, but don't be cynical

Later.

Steve

 

good point. personally i wanna stregthen my 3rd gear. any mods go for that. and omg people make headers seem like the ****. i'm gonna have top get one in a month or 2.

 

update on hp. i unfortunately (at least for me) dynoed "at least" 116 whp and 123 wtq on a dynojet. as for the original question, here's rrm's dyno result:

RRM ECU reflash, test pipe, axelback muffler (?), rrm throttlebody, cai. NO aftermarket header.
127whp@5675 120wtq@3675

https://www.evolutionm.net/forums/sh...t&pagenumber=5


that's about 149 crank. pretty close to the asked mods from the first post.

 

some headers would get you around ralliart hp

 

hehe, the 127 isn't mine. it's a car RRM dyno'd...

i've got 116 WITH headers already. boooo....