Anyone know how much boost the X is pushing coming from the factory? Also, what turbo comes on X?

from another forum found this TD05H-152G6-12T
about boost i don t know. i am waiting from somebody who has it, to install agauge and inform us!
i am very curious to see what boost is running.

from another forum found this TD05H-152G6-12T
about boost i don t know. i am waiting from somebody who has it, to install agauge and inform us!
i am very curious to see what boost is running.

So i guess this is how it works?
TD05H = compressor housing
152G6 = compressor wheel(never heard of it)
12T= turbine housing or wheel maybe??

I hope the exhaust side hooks right up to the other mitsu turbos.

Found a picture of the wheels.
http://www.seriouswheels.com/2008/klm/2008-Mitsubishi-Lancer-Evolution-X-Turbo-Charger-1024x768.htm

So i guess this is how it works?
TD05H = compressor housing
152G6 = compressor wheel(never heard of it)
12T= turbine housing or wheel maybe??



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Mitsubishi uses TD04, TD05, TD06, ...to designates turbo housing.

For example, TD05H-16G 7cm^2 is a turbo with,

TD05 turbine housing with 'H' style turbine wheel. There are S, SH, H... style of turbine wheel/housing.
16G compressor wheel. 16 is the size of the wheel, 1.83 inducer, 2.37 exducer. There is no direct correlation between MHI designation and actual physical size of the compressor wheel. G is the style of wheel (uneven height of blades). C, B, T style wheel's blades have the same height. Blades are equally spaced, but the number and pitch of the blades vary between models.
8cm^2 is referring to exhaust discharge area in the turbine housing. More specifically, it is the smallest cross-sectional area of the scroll, turbine housing. Very similar to Garrett turbo's A/R. The smaller number means faster spool-up but more back pressure at higher rpm. Bigger number means longer spool up but less back pressure, thus more top end power.
http://www.ztechz.net/id4.html

Not sure about boost. SiC & On2it , chime in!

Sic answered in another thread.

With no cats, He is getting 1.5bar or 21.75psi. Should be the same with the cats in since the internal wastegate opens up at a predetermined pressure. Cats removed probly just lets the turbo spool quicker and hit a little harder.

I read 12psi somewhere,,,,seems a little low for the power though

I believe the 1.5 bar reading since the evo 7,8,9 run just below @ 1.4ish.. I think.

Sic answered in another thread.

With no cats, He is getting 1.5bar or 21.75psi. Should be the same with the cats in since the internal wastegate opens up at a predetermined pressure. Cats removed probly just lets the turbo spool quicker and hit a little harder.

Not entirely true.

A freer flowing exhaust may cause the turbo to spool more and spike with the lessened backpressure and added flow.

Not entirely true.

A freer flowing exhaust may cause the turbo to spool more and spike with the lessened backpressure and added flow.

Makes since i guess. I think he still has the stock muffler on there, so i would guess a 1 or 2 psi spike at most if at all.

That's probably a reasonable guess.

Not sure about the exact boost, but I would say that SIC's 21.5 catless would probably represent a 1-2 psi increase at most. I would say this though, the main improvement in a free'r flowing exhaust is less taper at redline. Less backpressure always helps, and when my buddy, who has an evo 9, put a 3'' turbo back on his car with no tuning he gained a lot of power. I have an STi with turbo back exhaust, intake, and a reflash, and he went from barely being pulled by my car, to pulling me. Damn STi; that made me lose my love for my car right then and there. How ironic, I decide to buy an evo when it's slower than the sti for the first time.

Not sure about the exact boost, but I would say that SIC's 21.5 catless would probably represent a 1-2 psi increase at most. I would say this though, the main improvement in a free'r flowing exhaust is less taper at redline. Less backpressure always helps, and when my buddy, who has an evo 9, put a 3'' turbo back on his car with no tuning he gained a lot of power. I have an STi with turbo back exhaust, intake, and a reflash, and he went from barely being pulled by my car, to pulling me. Damn STi; that made me lose my love for my car right then and there. How ironic, I decide to buy an evo when it's slower than the sti for the first time.

Go out and fine a IX. There are used ones to be had if you look and take some time to find the right (unmolested) one.

Not sure about the exact boost, but I would say that SIC's 21.5 catless would probably represent a 1-2 psi increase at most. I would say this though, the main improvement in a free'r flowing exhaust is less taper at redline. Less backpressure always helps, and when my buddy, who has an evo 9, put a 3'' turbo back on his car with no tuning he gained a lot of power. I have an STi with turbo back exhaust, intake, and a reflash, and he went from barely being pulled by my car, to pulling me. Damn STi; that made me lose my love for my car right then and there. How ironic, I decide to buy an evo when it's slower than the sti for the first time.

Haha, funny story...but it's true, I completely agree.

So I'm guessing 20psi for a stock X.

21.75psi stock according to ARC:
http://www.evoxforums.com/forums/showthread.php?t=1835

Wow thats high!

I saw the turbo in the x and it looked like a mini bagel. There was plenty of room for a bigger one. That center hood scoop actually pointed cool air to the turbo/manifold area.

According to vividracing, it is running at 22 PSI...

http://www.vividracing.com/forums/mechanics/21414-evo-x-first-impressions.html

Good stuff. I'm glad he likes it.

Wow thats high!

:+1:

I agree, those figures above are very high for a factory turbo engine...not that there's anything wrong with that :)

I wonder if theres a lil lag?

Some more evo turbo info via evom:
http://forums.evolutionm.net/showthread.php?s=&threadid=33433

Can't wait to see compressor maps for this turbo.

my X was logged at 20psi stock and tapering down to 14psi at redline... STOCK. Yes that is a big taper... i say a boost controlle is in my future.

what do you anticipate setting your boost control setting to when you do get a controller?

what do you anticipate setting your boost control setting to when you do get a controller?


No Idea... I would probably keep it the same and try to cure some of that taper towards the top end.

AMS is working on their Turbo kit as we speak. I hope for nothing but good things.

Stock would spike to 150~160kPa depending on gear and load. I'm actually still running the stock exhaust, I haven't found an exhaust that I like yet. With the EVC, I'm still running about the same maximum boost but it doesn't drop as much as stock. Stock would drop to about 85kPa, but with the EVC it drops to about 110kPa.

According to Lancer EVO Magazine, Mitsubishi designed the system to spike boost in low RPMs for extra torque. Then the solenoids gradually open up the wastegate as the RPMs icrease. They are reporting that bypassing the solenoids and replacing it with a controller like EVC, changing the intake (air filter & piping), and TBE will give you about 90HP increase without an ECU reflash. This is basically the same thing AGP is reporting in other threads.

AMS is working on their Turbo kit as we speak. I hope for nothing but good things.

I hope they have big plans for the MR model.

Sic answered in another thread.

With no cats, He is getting 1.5bar or 21.75psi. Should be the same with the cats in since the internal wastegate opens up at a predetermined pressure. Cats removed probly just lets the turbo spool quicker and hit a little harder.
The catalytic conv. inside of the X is big, allowing lots of free flow and less restrictions. Mitsu did this on purpose, so :+1: for them. And, i forgot what company tested their X with test pipes, but the gains very bare, almost the same as when it had the stock cats on.

The catalytic conv. inside of the X is big, allowing lots of free flow and less restrictions. Mitsu did this on purpose, so :+1: for them. And, i forgot what company tested their X with test pipes, but the gains very bare, almost the same as when it had the stock cats on.

i think that was aMS cuz they sell a customized evo x testpipe on their site

The catalytic conv. inside of the X is big, allowing lots of free flow and less restrictions. Mitsu did this on purpose, so :+1: for them. And, i forgot what company tested their X with test pipes, but the gains very bare, almost the same as when it had the stock cats on.

Ive been hearing of big gains from removing the cat and putting on a test pipe. I also heard that stock boost was 18,20,21,23. My guess is right around 21 but who the heck knows after everyone is saying all kinds of different things.

http://www.youtube.com/watch?v=pdy9VEce3sE

from what I understand its 23 psi, and tapers off to 15 at red

from what I understand its 23 psi, and tapers off to 15 at red

That's what mine was stock.

So it's got the same compressor housing, smaller wheels, but a larger turbine housing? I don't understand why they did this? Small wheels increase spool-up and larger hotsides decrease spool-up.

my EVO X spiked at 25 and setteld at 19 and never dropped from there to 7500 RPM and its bone stock

my EVO X spiked at 25 and setteld at 19 and never dropped from there to 7500 RPM and its bone stock

Try testing that in 4th gear, I promise you it wont hold 19psi stock in higher gears.

it holds more in higher gears. when i had my MBC on it would hit 28-29 on the gauge in 5th gear and go down to 25. i was told that 3rd gear was where your supposed to test it in.

my friend leon has a dodge neon with 400 WHP and he installed a new BOV and took out the old one. so idk if that might make a diff wit hit but i got an injen intake that "Add's 35 WHP" or so the place said

I own a blue Gsr and i have a tru boost controller in mine and it is at 21 psi factory.. now its at 25.. but it tapers so much its not like it truely matters

How much boost can you run at max that the motor can handle b4 blowing it?