Originally Posted by
o1turbo30v
Props to ECS for building a nice looking intake for a reasonable price, and also being truthful that it only makes 4hp and 4ftlbs tq which is not noticeable in anyway. I personally think intakes are a waste of money on these cars, but if you really need to hear the diverter valve and the turbo spool up, i guess you buy it....it wont be that much different in sound from the k&n or any other open air cone filter. A $50 panel filter works fine for me.
Our goal with this intake was not just to make an increase in horsepower and torque. Below is some info from our lead engineer Kiril who worked on both this intake and our carbon intake.
"When we took on this project we took it on as a whole and to try to develop the best intake that we could via scientific testing instead of just throwing parts together. We wish the car made more “power” but this ECU logic is set up in such way that an intake simply will not make power, so we went for a intake that is more efficient and functions in every other way other then simply making power.
This vehicle has some ECU logic that you simply cant get around unless the vehicle has a tune specific for an intake. My observation shows that the ECU is heavily torque governed, so a ECU wants a certain power output and will do everything it can to hit that number. What our intake does is allow the car to hit that requested torque number easier with less stress on the engine and ancillary systems like the turbo and intercooler. What you get with our intake is a more efficient design, simple as that. The car does not have to work as hard to produce the same power output, and that is seen in the turbo outlet temperatures, turbo inlet pressure, and the ECU knock readings. The stock ECU was pulling as much as 3 degrees of timing and running higher boost (0.3-0.8PSI) more to hit the same power output as we did with our intake under the same conditions.
You can then tie all this information into efficiency maps of a turbocharger and see that now the turbo is working more efficiently as it does not have to struggle to suck air through a “straw” and is able to easier hit its boost target at a lower outlet temperature which will now put less stress on your intercooler and the rest of the cooling system. This is what our intake offers over stock, not power (as the ECU doesn’t like to play along) but a happier motor that is less stressed. When running numbers we were able to run at a peak pressure ratio of 2.48 when compared to the stock intake at 2.56. It doesn’t sound like much, but when you look at a compressor map for a K03 it makes a difference!"
Below are graphs showing how restrictive the factory intake is compared to ours an how much ours drops turbo outlet temps.
Turbo Inlet Restriction
Turbo Outlet Temperature
In summary we were able to
reduce turbo outlet temperatures by as much as 34°F at wide open throttle, and increase intake flow by 160% when compared to stock. This resulted in pulling equal amounts of power at lower boost levels and a more consistent running engine. Our testing showed that the stock intake was so restrictive that the ECU was pulling ignition timing and increasing boost to make up for the intakes inherently restrictive design. By carefully designing the intake, we were able to ensure that the ECU was not pulling ignition timing and producing power at lower boost levels. With the combination of increased ignition timing, reduced intake restriction and reduced turbo outlet temperatures, we were successfully able to design an intake system that overall outperforms the stock intake in every single way while reducing the stress placed on the motor.
Jason
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