The AMS Mitsubishi Lancer Evo X Front Mount Intercooler is a direct bolt on utilizing your stock piping and mounting points with purpose built cast end tanks for the Evolution 10. This intercooler has over 80% more internal flow area than its stock counterpart.
Provides 10 wheel horsepower over the stock core just by bolting it on, without even re-tuning the ECU! Let the competition know that your EVO means business with a genuine AMS Intercooler but be warned the intimidating AMS logo may scare them off!
The AMS EVO X Lower Intercooler Pipe (LICP) is a direct replacement for your factory lower intercooler pipe and is made from lightweight 2.5' mandrel bent aluminum tubing. The pipe ends are bead rolled and the assembly is mounted to the core support (in the factory location) to help prevent couplers from popping off under boost. All the factory couplers are replaced with quality 4-ply silicon pieces which can endure 50 + psi of boost! This LICP is professionally TIG welded in house and is available polished or black wrinkle powder coated. The AMS EVO X Lower Intercooler Pipe (LICP) is a direct replacement for your factory lower intercooler pipe and is made from lightweight 2.5' mandrel bent aluminum tubing. The pipe ends are bead rolled and the assembly is mounted to the core support (in the factory location) to help prevent couplers from popping off under boost. All the factory couplers are replaced with quality 4-ply silicon pieces which can endure 50 + psi of boost!
ETS Intake for Evo X. The ETS MAF Intake Includes a huge 5' inlet K+N air filter which feeds the intake pipe via the ETS EVO X MAF adapter which is milled on the ETS lathe for the perfect transition to the inlet diameter of the MAF sensor tube. With a built in dowel pin and precise inner diameter to make a 100% seal with the rubber grommet.
This LICP is professionally TIG welded in house and is available polished or black wrinkle powder coated. The AMS EVO X Upper Intercooler Pipe (UICP) is a direct replacement for your factory upper intercooler pipe. Made from lightweight 2.5 mandrel bent aluminum tubing this pipe includes features such as a smooth, non-turbulent 2 to 2.5 transition for maximum performance. The pipe ends are bead rolled and the assembly is mounted to the core support (in the factory location) to help prevent couplers from popping off under boost.
All the factory couplers are replaced with quality 4-ply silicon pieces which can endure 50 + psi of boost! It also utilizes a silicon hump hose to prevent torn couplers caused by engine movement.
The AMS EVO X Upper Intercooler Pipe (UICP) is a direct replacement for your factory upper intercooler pipe. Made from lightweight 2.5 mandrel bent aluminum tubing this pipe includes features such as a smooth, non-turbulent 2 to 2.5' transition for maximum performance. The pipe ends are bead rolled and the assembly is mounted to the core support (in the factory location) to help prevent couplers from popping off under boost. All the factory couplers are replaced with quality 4-ply silicon pieces which can endure 50 + psi of boost! It also utilizes a silicon hump hose to prevent torn couplers caused by engine movement.
This UICP is professionally TIG welded in house by master fabricators and is available polished or black wrinkle powder coated. The ETS MAF Intake Includes a huge 5' inlet K+N air filter which feeds the intake pipe via the ETS EVO X MAF adapter which is milled on the ETS lathe for the perfect transition to the inlet diameter of the MAF sensor tube. With a built in dowel pin and precise inner diameter to make a 100% seal with the rubber grommet, this piece installs and fits as if it had a Mitsubishi part number. The system is then braced to the chassis with an aluminum bracket to ensure no movement or vibration. A single-piece mandrel bent 3' intake pipe makes the connection between the MAF and turbo with a smooth transition recirculation fitting for an easy connection to the BOV discharge.
![Intake Intake](http://i.imgur.com/h8dquO9.jpg)
This unit is a tour de force in efficiency, distribution and flow. The factory inlet and out locations allow for the inlet and outlet to be at diagonally opposing corners of the core. This provides the best possible airflow distribution through the core's height making sure that all charge rows are used effectively. The AutoCAD drawn endtanks are as smooth as on our previous EVO intercooler with aluminum metal forming that looks more like artwork than endtank.
Between the tanks is any one of our sizing options with 3', 3.5' or 4' intercoolers as BOLT-ON designs behind the factory crash beam and above the factory undertray. High flow compressor outlet pipe for Evo X turbo. 2 bolt flanged, progressive tapered and larger diameter. Lightweight aluminum. Contoured machined outlet flange for smooth flow and o-ring flange face eliminates leaks and the 2 bolt gasket for proper seal. Immediately tapers from stock 1.75' diameter to 2.5' diameter and overall discharge area is increased by 100%. Don't upgrade your upper intercooler piping without eliminating this bottleneck out of the turbo!
All aluminum, TIG welded construction and wrinkle black powdercoated finish.
We have also seen many stock fuel pumps die, some on the dyno right in front of us. While the stock pump when everything is working perfect will keep up with up to 350 whp on pump gas, once the pump and fuel gets hot some random fuel pressure drop offs become common.
This has caused some busted spark plugs and the resultant mess from running lean. When we sell or install the AEM 50-1220 drop in pump for the EVO X, we include a new fuel pressure hose that is compatible with E-85. Even if you have no plans of running E85 now, sooner or later you will:-) There will be random reviews around the web on other versions of AEM fuel pumps. They are older reviews and “How-To’s” before this EVO X specific pump was available. Some people try to use the Walbro 255 size pumps and they require special expensive adapters that eliminate the fuel filter housing. No filter housing:-P In addition to running no pick up sock, the car that this pump came out of had no fuel filter under the hood either. He was on his second motor after breaking sparkplugs on his first motor with this setup.
Many people confuse the fuel pre filter on the bottom of the pump for the actual fuel filter. That pick up pre filter is just there to keep swarf out of the fuel pump. You need a proper filter after the fuel pump (miniature inline screen filters don’t count) This means that we prefer to keep the factory filter housing in place and functional. We have also seen some seriously sketchy fuel pump installs. Some by under water basket weavers, many with kinked hoses. Often with the wrong hose not rated for high pressure. Somehow something that seems easy to install ends up making a mess.
The AEM 50-1220 fuel pump also fits several other vehicles besides the 2008-15 EVO X and RalliArt. Here is AEM’s propaganda for all vehicles: AEM’s 320lph E85-Compatible High Flow In-Tank Fuel Pumps feature robust internal construction that is designed to withstand the low lubricity characteristics of ethanol and methanol fuels, and are tested to work with ethanol fuels up to E100, methanol fuels up to M100 and all types of gasoline. This physical size of this fuel pump makes it a great replacement for the 2000-’09 Honda S2000, 2000-’05 Honda Civic, 1992-’01 Acura Integra, 2002-’06 Acura RSX, 2002-’15 Mitsubishi Evo, 2002-’07 Subaru WRX, 2013-’15 Subaru BRZ, 2013-’15 Scion FRS and many other popular enthusiast applications ( NOTE: The plug wiring may need to be updated for some applications). Its compact, short body design (65mm length) with mounting hooks also makes it ideal in universal applications that have fuel tanks with tight tolerances.
The AEM 320lph E85-Compatible High Flow In-Tank Fuel Pump is designed for in-tank mounting on high performance naturally aspirated and forced induction vehicles. It features a compact 39mm diameter that fits most applications and an offset inlet design that eases installation. The 320lph E85-Compatible High Flow In-Tank fuel pump includes a wiring harness, pre filter and O-rings. Every AEM 320lph E85-Compatible Fuel Pump is tested to flow 320 lph at 43 PSI before it is packaged for sale. Tested and compatible with ethanol fuels up to E100, methanol fuels up to M100 and all types of gasoline. Designed for high output naturally aspirated and forced induction EFI vehicles.
In tank design. Each pump is tested to flow 320 lph @ 43 PSI. Compact body (39mm diameter x 65mm length). Includes pre filter, hose, clamps, flying lead, end cap and rubber buffer sleeve. We use these about 8 times a week on all of the cars that we tune in house here at RRE.
We find that it is more responsive and smother than the more expensive ones. Solenoids will make some noise when they are clicking so we typically will zip tie the BCS to a hose or wire loom to isolate the possible sound. These can be used with the 3rd port venting or with the air going back in.
We typically vent it to keep things simple. Fittings are included to run the BCS either way. Many aftermarket intakes have janky fittings and tiny nipples that are not well secureds for the vent air to blow back in to the intake.
The less you push and pull on those little fittings the better. Upper or Lower or Both Price includes standard ground shipping within the lower 48 states. We use and sell only ETS for intercoolers and piping. It comes down to value. There are some Chinese pipes out there that are cheaper. But the quality of the hoses is horrible and fitment is random. For the upper pipe often the support bracket to the radiator support will break off creating a boost leak.
There are more expensive pipes out there too. Maybe they are cuter, maybe the company has a fast race car that they need to pay for. But the expensive pipes won’t make your car any faster. Here in “Kalifornia” we need to keep things on the stealthy side so we only offer the black piping with black couplers. Mostly we recommend upgrading the intercooler pipes and the intercooler all at once. If on a budget, do just the upper pipe for now and the rest later.
For the lower pipe and the intercooler install, the front bumper cover pretty much needs to come off. Might as well do them together. Upper and lower piping kit Durable wrinkle coated black finish 4 ply hoses and T-Bolt clamps included ETS Upper Intercooler Pipe The upper intercooler piping starts with a smooth mandrel bent 2.5″ stock turbo outlet pipe which connects to the remainder of the hot side piping. The stock turbo outlet pipe is separate to allow it to be swapped out with the installation of the ETS EVO X turbo kit to come so that the remainder of the upper piping can be retained. This ensures that you never have to “upgrade an upgrade” and spend more money on a new upper pipe when it comes time for a big turbo kit. Making the connection from the turbo outlet pipe to the intercooler is a single-piece mandrel bent 2.5″ upper intercooler pipe.
From the intercooler outlet the 2.5″ mandrel bent piping continues around the core support, with only two smooth gradual radius bends in its entire length, to the lower intercooler pipe bracket before making a straight shot up to the throttle body. ETS 4-ply silicone and 100% SS T-bolt clamps are included for every connection to ensure that blown off intercooler piping stays a thing of the past. Features:. 2.50″ Mandrel Bent Piping.
Lower Intercooler Pipe Bracket. 4-ply Silicone. T-Bolt Clamps. Includes all mounting hardware. Does not block the oil cooler ducting like some of the competitor pipes. Works with GSR and MR transmission as well as the stock airbox and blow off valve.
(Direct replacement of factory unit). Thickness Extreme Turbo Systems Intercooler Only Mostly we use the 3.5″ core.
The 3″ core could work for someone that was going to be stock turbo for life. But then who does that? The 3.5″ FMIC isn’t too big for the stock turbo, yet will still handle easily anything that an upgraded turbo can flow.
Even up to 800 whp. Sure a 4″ FMIC will add some flow, but with the trimming required and the extra cost, it is for that 1% of hard core drag racers. We use FMICs from ETS because of the value. There are some with cast end tanks that cost $100 more but in the end make only the same power as an equivalent ETS assembly.
Because we are in California we typically sell them without the “ETS” stencil. Black anodizing is also an option.
For stencil and black anodizing please email for pricing and time frame involved. These options can add considerable time to an order. The above prices include standard ground shipping within the lower 48 states.
Inquire for shipping. Pressure checked at 35 psi. Bolt on design to retain crash beam. Fills the entire grill with core.
Stainless steel t-bolt clamps. 4-ply couplers.
Includes all mounting hardware. The obvious tie-in between the UICP and LICP is the ETS EVO X Intercooler. This unit is a tour de force in efficiency, distribution and flow. The factory inlet and out locations allow for the inlet and outlet to be at diagonally opposing corners of the core. This provides the best possible airflow distribution through the core’s height making sure that all charge rows are used effectively. The Auto CAD drawn end tanks are as smooth as on the previous EVO intercooler with aluminum metal forming that looks more like artwork than end tank.
Between the tanks is any one of our sizing options with 3″, 3.5″ or 4″ intercoolers as BOLT-ON designs behind the factory crash beam and above the factory undertray. 4″ requires trimming and additional fitment. AEM and AMS both make an EVO X intake with larger than stock 3″ cross section MAF housings. The larger MAF housing can mess up the fuel trims and when tuned need some fine tuning of the MAF Scaling tables. But they can help get the last couple HP out of the stock turbo and are a necessity for upgraded turbos. But take the 3″ intake up to 3.5″ and the upgraded turbo really comes alive. We are talking another 20-25 whp up top.
Here are some pics of a custom made 3.5″ MAF housing and cold air intake for an EVO X. ETS makes a nice ready made kit that we’ll often use. But sometimes the best stuff is custom made.
We used a 3.5″ aluminum U-Bend to build the intake pipe and MAF housing and welded on a billet machined AMF sensor mounting plate. An AEM Dryflow filter with a built in velocity stack 6″ diameter by 9″ long is as large as can be fitted. We also made a full heat shield that incorporated the stock fresh air ducting. We were hanging with @ the Extremespeed AWD Challenge @ Streets of Willow Springs.
Coco was doing some filming with videographer. We put a Go Pro Hero camera on the rear bumper looking at the rear suspension. Things were mostly safe and out of the way, just forgot about the front tires firing rocks back at the camera:-P Watch the tire move about the rim, even half way up the rim. Also note how much the rear differential moves in its soft rubber mounts. How much the hydraulic piping for the AYC clutches jumps around near the rear sway bar. About half way into the video the rocks start to take their toll.
The outer case and lens gets messed up, finally getting blown away completely. Then the camera lens starts taking direct fire. The 4B11 motor that comes in the 2008+ EVO X and 2009+ Lancer RalliArt does not have a timing belt. It has a timing chain that turns the cams. The computer keeps track of how much the chain stretches over time. It will tell you when it is time when all the systems are working properly. If you get the triangle warning light and the car has a rough idle, it might have jumped a tooth or two.
A couple more teeth jumping means that valves and pistons start crashing together. If your chain has been confirmed to be stretched and you have a rough idle, don’t drive the car at all.
A recent customer never did a full service and rarely changed his oil in 80k miles. The timing chain stretched enough to jump quite a bit. It bent the intake valves, when the piston came up it smashed the valve stems into the guides to where they broke off. One of the valves got bent into a perfect little taco. It was able to get knocked back into the intake manifold for an out of the park home run. Here is a new redesigned timing chain (with less links to rub against each other) that still will stretch prematurely if you don’t change the oil enough.
The following applies to the 2008 through 2013 EVO X and 2009 to 2013 RalliArt. It has been known for quite some time now that the fuel pump relays are complete crap in the EVO X and RalliArts. Swapping out to the better blue fuel pump relay is included with a dyno tune here @ RRE. I had a 2010 X come in for a tune last week. The car had basic mods just installed so it should have been good for a “before” pull as-is on the dyno.
After the before pull I’ll put in a 3 port solenoid and do the blue relay swap at the same time. Before the full pull I tipped into the throttle at 3500 rpm to check boost and AFR. It was super lean almost 12:1 afr. For a drop in filter and cat back exhaust it should have been high 10s or low 11s at least. So I went straight for the fuel relay and swapped it with the blue one. AFR went right back to where it should. Bad black relay caught red-handed.
So I figured cut it open to see what exactly is going on in there. Cut open relay: Lever assy that the coil pulls sideways and pushes down on the contacts: I can only guess someone had the bright idea to make a low profile relay by laying the coil on its side. When energized it pulls a lever sideways that pushes down on the contacts. Watch your underhood temps with the EVO X. Mitsubishi had to move the turbo to the back of the motor with the EVO X to make it easier to pass the newer emissions regulations. This puts the catalytic converter closer to the turbo.
Already in some European markets Mitsubishi had put a pre-cat in the down pipe of the EVO 9. While solving their cold start emissions problems, this makes for headaches for guys running track days, guys running large turbos and also concerns for people running headers. Here are some heat failures we have run across lately: Tubular headers with a plastic valve cover. In 2010 plastic valve covers started showing up on the 4B11 motors. Probably cheaper, they seemed to do the job well enough. They just don’t deal well with heat from a tubular header. We have seen three of these failures.
Even when using the factory heat shield wrapped around the headers, if the heat can concentrate up through a gap near the valve cover it will melt. Lose bolts: This customer installed stock frame upgrade turbo came loose.
The heat shooting out through the small gap at the flange burned a hole through the factory heat shield. Then it proceeded to melt the wire harness and seriously toasted the AMS pump unit. Hopefully the fuses that all blew protected the really expensive bits.