Turbosmart E-boost Street boost controller
Parts
Boost controller, harness, adhesive tape,
connectors, vacuum lines, instructions, and stickers
Tools
Screwdrivers, connectors, wire cutters,
soldering iron, solder, and electrical tape
Installation time
60 minutes
Pros
The E-Boost Street electronic boost controller
with its easy-to-use setup and intuitive operation make it a popular unit among
forced- induction car owners. The E-Boost Controller features an adjustable gate
pressure feature, which minimizes wastegate creep and can improve turbo
response. The E-Boost controllers allow the user to control three different
aspects of the boost curve: the maximum boost pressure (set point), the
spool-up rate of the turbocharger (gate pressure), and the reaction time of the
controller (sensitivity). The boost correction factor feature eliminates boost
drop off at high rpm and boost warning, which automatically flashes at a preset
level when warning of over-boost shutdown or rev limit, allowing the unit to be
used as a boost gauge, tachometer, or a shift light. The E-Boost also features
40-psi max boost operating pressure and two boost settings, easily selected
via the “turn-and-push” button. An external switch can also be used to change
between boost groups, which require you to simply wire-up a two-way toggle
switch.
Turbosmart
E-boost Street boost controller
Cons
With any boost controller, improper
installation or adjustments to increase boost can result in a damaged motor. If
you’re not competent enough to install or program the controller, we suggest
going to a qualified speed shop to test and tune.
Notes
Rather than using the boost controller to
increase boost levels, we used the unit to help us maintain proper boost levels
when climbing up the rpm needle. Upon testing the Evo X during our baseline
runs, we found the factory turbo faltering at higher rpm when using the stock
boost control solenoid. At 5,400 rpm the boost level was dropping dramatically
from 21.7 to 10 psi when approaching 7,000 rpm. The loss in boost pressure was
a serious concern for us when it came to producing ideal horsepower. After a
few minutes of wiring up the new E-Boost controller, we were back in business
and quickly set up the controller to a set 22 psi. The E-Boost controller was
able to hold a more consistent pressure level; boost never tapered below 15.9
psi throughout our entire run. The Dyno charts graphed an obvious improvement
with gains of 24hp and 20 Ib-ft of torque at 6,770 rpm.
AMS upper intercooler pipe
AMS
upper intercooler pipe
Parts
Hard pipe, connectors, four-ply silicone
couplers, four-ply hump hose, hose clamps, brackets, stickers, nuts and bolts,
and instructions
Tools
10, 12, and 14mm sockets; 10, 12, and 14mm
open-end wrenches; ratchet; extension; screwdriver; and pliers
Installation time
40 minutes
Pros
Comprised of a 2.5-inch mandrel-bent aluminum
pipe, the AMS performance intake charge pipe is a simple-to-install piece that
can reward your Evo with added horsepower. The factory inlet was designed by
Mitsubishi as a cost-effective item. Unfortunately, the soft rubber hose has a
tendency to expand when under boost and is considered less than ideal for any
performance vehicle. This expanding hose causes an increase in air turbulence
and deflection, which can cause a loss in both horsepower and torque. The AMS
upper intercooler pipe is made of aluminum and designed to flow more air than
the stock unit using its 2- to 2.5-inch transition for maximum performance.
Cons
While installing the unit is a no-brainer,
the larger-sized hot pipe diameter was a minor concern when attempting to
reattach the factory radiator cover shroud. Although the hood clears without
an issue, we suggest trimming the plastic to accommodate the new pipe.
Notes
With the new charge pipe in place, we found
an increase from 4,430 rpm to redline with the largest gains occurring at 4,690
rpm with an increase of 13hp and 11 lb-ft of torque. Gains of 4 to 8hp and 5 to
7 lb-ft of torque margin were seen from 5,590 rpm to redline.
Conclusion
Conclusion
HP
§ Baseline:
237
§ DC
Sport exhaust: 241
§ AMS
Performance intake: 252
§ Turbosmart
Boost controller: 276
§ AME
Performance intercooler pipe: 282
§ Final:
282
+HP
§ Baseline
§ DC
Sport exhaust: 4
§ AMS
Performance intake: 11
§ Turbosmart
Boost controller: 24
§ AME
Performance intercooler pipe: 6
§ Final:
45
TQ
§ Baseline:
247
§ DC
Sport exhaust: 251
§ AMS
Performance intake: 263
§ Turbosmart
Boost controller: 262
§ AME
Performance intercooler pipe: 264
§ Final:
264
+TQ
§ Baseline
§ DC
Sport exhaust: 4
§ AMS
Performance intake: 12
§ Turbosmart
Boost controller: -1
§ AME
Performance intercooler pipe: 2
§ Final:
17
What began as a baseline Dyno run of 237hp
and 247 Ib-ft of torque was quickly revamped with our final run of 282whp and
262 Ib-ft of torque. A gain of 45hp and 17 Ib-ft of torque were established
with basic bolt-ons and the aid of a boost controller. Upon Dyno testing the
Evo X and the 4B11, we barely touched the surface of the true potential of this
engine.
Bankroll
§ DC
Sports exhaust: $973.96
§ AMS
Performance intake: $389.95
§ Turbosmart
Boost controller: $349.99
§ AMS
Performance intercooler pipe: $349.95
§ Total:
$2,561
