Essentially, the significant difference between the Mitsubishi units we use and Garrets is the age of the designs. The Garret wheels and housings are decades old. They are effective, but trail the Mitsus in areas of efficiency and response.

The Mitsubishi units, on the other hand, were all designed in the last ten years. Mitsu strived to achieve improvements over older designs in three critical areas:

1. More efficient compressors (this means less heat imparted to the air being compressed to create boost).
2. Low backpressure turbines to improve overall engine airflow while maintaining optimal response (lag) characteristics.
3. Reduced size of wheels to improve response. As compared to older designs that produce the same airflow, Mitsu compressor and turbine wheels will be smaller in diameter (radially), but thicker (axially). By reducing the diameter, Mitsu created a wheel assembly that has less rotating mass or inertia, and therefore spools quicker than larger diameter wheels.

We have achieved low twelves @ 115 mph with the Super 16G on 420A DSM applications, mid elevens @ 120 mph in Neon applications. With the Super 20G, we have seen mid elevens @ 123 mph in 420A DSM's, and high nines @ 148 mph (with 100 HP of N20) in our Neon. I expect to see low 11's @ 125 before nitrous with the Super 20G-H with our RS, and go deep into the tens with nitrous. Why Nitrous, and not just a bigger turbo? While we are working on even larger Mitsubishis to complement the Super series, such large units will seriously affect street use, as spool-up will be pushed up to high RPM's. For cars like our RS that still see street use, we can maintain the reasonable response of the Super 20G, and add nitrous to get the HP we desire on the drag strip. It's a best of both worlds approach.