Evo 10 feedback

[eclipse1062]

Hi all,

I am into buying an Evo 10 and just wanted to hear a feedback in it before buying, any one knows any information about it reliability performance issues please let me know.

Thanks,

[= STINGER=]

100% reliability + nice performance = EVO X

[BLOODLINE]

Car :up2:

Dealer :down2:

[Kayman]

Performance in stock form is OK.

Price should have dropped now.

Looks nice.

Dealer is crap.

Very rough ride suspension.

Good luck.

[grafix143]

nice car , dealer is crap
if u have good car knowledge how to , its fine but if u depends on dealer u r lost
zayani motors r worse than any car dealer i dealt with b4 , all evo owners knows about it :)

but the car , no one can say anything about it . very nice car , very nice performance , wide after market products :)

[BLOODLINE]

Thread moved :up2:

[maXmood]

EVO X ma yeswa... get an earlier gen.

[Ottoman]

u can buy a brand new WRX sedan for 10,800 with 3 years warranty...

might be worth looking at..

[grafix143]

EVO X ma yeswa... get an earlier gen.

well , ok lets see some facts
evo 10 price tag is 14000 k now , with 3 years warranty

to compare it with earlier evo's
let start here :)

1- Bigger Valves And Plugs With Decreased Diameter : Upon measuring the cylinder valves, the 4B11 consists of 35mm intake and 29mm exhaust valves. The 5.5mm valve stems reveal that the new valves are definitely larger than that from the 4G63. with these increased factors, the spark plug size was decreased to optimize valve seat and spark plug hole clearance. Compared to an sR unit with the same bore, the intake is shown to be bigger by 1mm, while the exhaust valve is smaller by 1mm.

2- Exhaust Valve Designed With The Environment In Mind : The exhaust camshaft was found to have less lift and angle than the previous 4G63 model. The objective of the 4B11 camshaft was designed to produce a cleaner exhaust gas while exhibiting good power output with the help of MIvEC. The sodium-filled valves found in the 4G63 have now been replaced with standard surface-treated units, which were considered for environmental reasons. Tomei Powered engineers have reason to believe a drawback with the 4B11 exhaust valves may be prone to heat damage since the seat rings and valve guides weren't manufactured with copper materials.

3- Camshafts With No Rocker ARMS : The rocker arm setup was tossed aside for a direct acting configuration. This new setup means that there are less moving components needed for operation, allowing for a compact design with less mechanical trouble and friction, which the camshaft lobes benefit from the most. The camshaft specs measured in at 254-degrees intake with 9.4mm lift and 224-degrees exhaust with 8.2mm lift. valve lifters, which were measured at 35mm diameter and 23.9mm height, were combined with shims that allow valve clearance adjustments also found on the new 4B11 engine. For those who consider altering this area in the near future, Tomei engineers have found the lift can be raised 2mm and the valvesprings and lifter nose should clear-if the base circle has been kept standard.

4- Lightweight Valvesprings : The lifters, retainers and valves were noticeably different in design compared to previous engine models with the focus of lightweight engineering in mind. Tomei engineers found that the valves have plenty of room from bottoming out but the 4B11 spring rates are rated fairly low. Therefore, in terms of tuning aspects, these might need to be replaced to a stiffer aftermarket set depending on the camshaft profile and lift.

5- Mivec On Intake And Exhaust : The 4B11 was engineered with clean, environmentally friendly emissions while delivering a significant amount of power. The MIVEC feature (4B11 engine uses MIVEC on both intake and exhaust variable valve timing systems) is mainly responsible for this great balance of two opposite features. Even though the Evo Ix 4G63 was equipped with the variable valve timing on the intake side only, the 4B11 proves to have added improvements on low to midrange torque. The MIVEC is controlled with an ordinary vein that partitions two different chambers managed with two different pressures.

6 - 4G63 Timing Belt Replaced With Silent Chain : A silent chain instead of the traditional timing belt powers the 4B11. Chains are beneficial over belts due to the lack of friction loss and increased longevity. The front timing cover consists of a single unit not split into upper and lower sections, which create a problem when servicing or performing modifications such as head/block resurfacing or a headgasket change. Tomei engineers found that compression changes can be more troublesome when altering the 4B11 engine.

7 - Metal Headgasket : The headgasket is measured at 0.9mm thick and consists of a five-layer laminated-metal type. due to the laminated headgasket design, proper head seating issues may occur after modifying the engine.

8 - Stretch-Type Head Bolt Angle Tightening Method (Torque To Yield Torque Procedure) : The torque to yield method used elastic stretch-type bolts to tighten the 1mm length head bolts. since the engine has an aluminum block, the bolts are longer with increased torque specs. The washers on the bolts are fixed except for No. 1 for the ease of service and maintenance.

By Tomei :
The newly introduced 4B11 DOHC 16V turbo MIVEC engine is the latest talk of the town as engineers and performance tuners have lined up to get their hands on the new powerplant in hopes of unlocking the hidden mysteries that have shrouded the Mitsubishi powerplant. When we left off, the Tomei Powered engineers had gone into extensive details on the 4B11 T/C upper cylinder head. As we continue our second and final analysis, we should point out that the 4B11 found in the milder version Mitsubishi Lancer rated at 152 hp and 146 lb-ft of torque, while the 4B11 T/C inline-four turbo found within the Lancer Evolution and '08 Lancer Ralliart sold in North America delivers a factory rating of 295 hp and 300 lb-ft of torque. Both engines sport the same 2.0-liter displacement but were designed and built by Mitsubishi engineers to handle two completely different power levels. The 4B11 T/C was designed by Mitsubishi with a lower compression ratio (9:1) to handle boost and consists of numerous reinforcements to withstand a higher generated horsepower. The most significant change from the 4G63 engine to the new 4B11T was the change in material used in the block design. The 4B11 block, the first engine in the Lancer Evolution series that uses a die-cast aluminum cylinder block, is comprised of a lighter aluminum construction, which is considered a huge change compared to the previous cast-iron 4G63. Mitsubishi managed to save 27 pounds using the lighter aluminum from its previous cast-iron setup. But has the cost of shedding a few pounds and a new block design jeopardized the legendary Mitsubishi Lancers reputation for a nearly bulletproof bottom end? Before you jump to any conclusions, read on as Tomei Powered completes their analysis of the 4B11.
Four-Bolt Crank Cap Increases Block Strength
For each journal, four bolts clamp down each of the crank caps to increase the block strength and rigidity. This design is widely seen in V-style engines and not much so in inline or straight-style engines. Four bolts provide more strength than the conventional two-bolt style and is a step in the right direction for Mitsubishi engineers.
Cylinder Block That Endures High-Power Output
The newly engineered aluminum die-cast block features a half-skirt design, which was incorporated to decrease the overall length of the engine. The bore pitch measured in at 96mm compared to the popular SR- 20DET engine that measures 97mm. The crank caps are equipped with four bolts and the two-structure ribbed oil pan is designed to provide rigidity and strength to the aluminum block. The deck areas are reinforced at the necessary areas and provide plenty of strength and support. The rear section of the four-cylinder didn't receive strengthening, which raises concern if the unit will be affected by the transmission. The emphasis on stress dispersion can be seen on the internals of the block. A smooth design (no rough edges) at the blow-by tunnels/ oil pan entrance and exit, and the connecting portion between the crank journal to the inside of the block shows that this engine is not affected by applied stress.
Semi-Closed Deck Design For Longevity And Endurance
The 4B11 is equipped with a semi-closed deck design with cast sleeves, which promotes longevity while cooling the engine significantly. The water jacket is designed so that it isn't affected by the bore structure, especially when installing the head bolts. This design makes changing the sleeves an easy task.


By AMS :-
They approved that simple boltons like TBE and Upper IC piping with tune in 4B11 can easy match to Boltons IC piping + cams and tune 4G63 Engine .
AMS pushed the car on track on Stock block on track and it manage to hold 550 AWHP on stock block then its .......... lol

Control wise way and way better than any evo gen
Tested by my self and other older evo gen owners on track and road


http://www.streetfire.net/video/06-evo-9-vs-08-evo-x_153204.htm

[maXmood]

^roo7 7erga!

[grafix143]

^roo7 7erga!

al3an gofedk medak u read it , 7asha

3alla goltek roo7 7erga can u drive the car yet ? looool

[maXmood]

al3an gofedk medak u read it , 7asha

3alla goltek roo7 7erga can u drive the ur car yet ? looool

nope.. :p

on a serious note tho, you're the fastest Evo X "i've seen" so far.. so props to you :up2:

[THE REAPER]

The car's performance is good in stock form but after market parts are expensive and the dealer is crap.

Its one of the best handling cars i ever drove

[ファルーク]

Good car, i'd rather go for a Subi over the X

[Striker]

I'd agree with 'Q.... Subi over the X

[BLOODLINE]

The Subaru isn't tough as it were guys, trust me on this

[coolioo]

^^^ i thought the romance with Toyota would have been a good thing ..........???!!!

[grafix143]

hummmm ok there u go subi guys
http://www.maperformance.com/products/GillTees/sillysubie2.jpg

http://www.maperformance.com/products/GillTees/sillysubie4.jpg