2010 EVO motor vs 2010 RalliArt

Discussion in 'Evolution X - General Information' started by Tomahawk, Jul 28, 2011.

  1. Tomahawk

    Tomahawk Member

    What are the differences? Besides HP and torque. Component wise is the turbo larger, what about the inter-cooler, air intake, ECM, and wiring.

    Can I upgrade my Ralli Art motor to be as powerful?

    Is the SST transmission the same in the MR EVO as it is in the Ralli Art?

    Thanx for your help and advice.
     
  2. BlueDevilLancer

    BlueDevilLancer Well-Known Member

    Evo vs. RA
    1. the turbo on the evo is a twin scroll whereas the RA is single.
    2. the intercooler on the evo is significantly larger than the RA since it holds more power.
    3. ECM tune is totally different for two different vehicles.
    4. the transmission on the evo MR and the RA are the same.
    5. a ralliart can be modified with simple bolt on to be faster than a stock evo for less than the price difference between the two. also, consider gas mileage, insurance, and parts. an RA is usually classified as a lancer NOT as an evo (all evos are lancers. all ralliarts are lancers. but not all lancers or evos or ralliarts) so the insurance is much cheaper.

    if you have any more questions feel free to ask. and welcome to LT.
     
  3. Tomahawk

    Tomahawk Member

    Thank you for a great answer! Where should i look for the twin scroll turbo, the larger inter-cooler, plus parts and about how much can i expect to spend with installation by a professional? I'm not going out tomorrow to buy all this or change my ECM. Ill wait until the engine warranty has expired b4 doing all of this. Take me that long anyways to save the cash.
     
  4. bakwoods

    bakwoods Guest

    Couldn't resist answering this. Since some people are not aware of what the difference is between the twin and single scroll.

    A twin scroll turbo system design addresses many of the shortcomings of single-scroll turbo systems by separating those cylinders whose exhaust gas pulses interfere with each other. Similar in concept to pairing cylinders on race headers for N/A engines, twin scroll design pairs cylinders to one side of the turbine inlet so that the kinetic energy from the exhaust gases is recovered more efficiently by the turbine. For example, if a four-cylinder engine’s firing sequence is 1-3-4-2, cylinder 1 is ending its expansion stroke and opening its exhaust valves while cylinder 2 still has its exhaust valves open (while in its overlap period, where both the intake and exhaust valves are partially open at the same time). In a single scroll AKA undivided manifold, the exhaust gas pressure pulse from cylinder 1 is therefore going to interfere with cylinder 2’s ability to expel its exhaust gases, rather than delivering it undisturbed to the turbo’s turbine the way a twin-scroll system allows.

    The result of the superior scavenging effect from a twin scroll design is better pressure distribution in the exhaust ports and more efficient delivery of exhaust gas energy to the turbocharger’s turbine. This in turn allows greater valve overlap, resulting in an improved quality and quantity of the air charge entering each cylinder. In fact, with more valve overlap, the scavenging effect of the exhaust flow can literally draw more air in on the intake side while drawing out the last of the low-pressure exhaust gases, helping pack each cylinder with a denser and purer air charge. As we all know, a denser and purer air charge means stronger combustion and more power... but the benefits of twin scroll design don’t end there. With its greater volumetric efficiency and stronger scavenging effect, higher ignition delay can be used, which helps keep peak combustion temperature in the cylinders down. Since cooler cylinder temperatures and lower exhaust gas temperatures allows for a leaner air/fuel ratio, twin scroll turbo design has been shown to increase turbine efficiency by 7-8 percent (faster spool, quicker response) and result in fuel efficiency improvements as high as 5 percent. It is wise to size the turbine housing A/R larger than the single scroll turbine A/R typically used!

    1. Twin scroll: just get the MR turbo
    2. Larger intercooler: just get the MR intercooler
    3. Parts: just get the MR parts
    4. Can you see a trend here?

    In terms of professional installation, I think it'll be at least $10,000 for something like that. Swapping motor, tranny, and running the wiring harness. It's not easy. Even then the RA is a little easier to work with since it's not AWD like the MR, so you don't have to worry about running the LSD. Even then I say do the work yourself.
     
  5. lancer2quick

    lancer2quick Well-Known Member

    2010 RA is AWD with front, center, and rear LSD's
     
  6. bakwoods

    bakwoods Guest

    Wow that's embarassing. I can't believe that I just did that to myself. The 4B11T is AWD. I was under the impression that the 4B11 was FWD and the Ralliart was FWD and the MR was AWD only. I wasn't fully aware. Damn...that means I have to swap more than the motor and tranny to get my car to work. Geez
     
  7. lancer2quick

    lancer2quick Well-Known Member

    Its ok. There are way too many trims for the Lancer anyway....I can barely keep up with all of them. The 04-06 R/A was FWD along with the ES, LS, OZ.
     
  8. slickdevil08

    slickdevil08 Well-Known Member

    yeah i would agree so many diffrent trims :/
     
  9. bakwoods

    bakwoods Guest

    Too true. However I think were only concerned with the 08+ right now ONLY because those have the two variations of the 4B motor. I don't know if the person who originally asked the question is following this thread anymore.