Curious on how it performs and hopefully they will show some data… Discuss…
I’m sure it will perform just as well as the roc euro. it’s a “different” version of that design
Yep.
Few companies realize that metal intake pipes transfer heat. :
I like the tapered piping size. Interested to see how it performs vs. Roc-Euro.
Just saw that on AW… They promised me logs via PM and actually asked what fields to log and such… Dyno doesn’t hurt but I would rather see air mass values… I’ll probably give it a try for shits and giggles, can always dump it and recover most of the cost… lol
Ron - have u tried APR’s intake? Not to sound like the dreaded APR “fanboy”, but I actually am quite happy with it.
I have APR’s intake and ordered a Roc-Euro intake with that last group buy. I should get it around the end of the month. I can log both of them if you guys are interested.
-Skid
I believe he either tried/considered it and was not happy with the piping which had rough rivets inside. There may have been other reasons as well.
I know the Tsivas logs showed that the Roc-Euro intake appeared to be beneficial in 60-130. However, that’s at speed with air flowing from the fog area as well as the secondary intake tract. I’d be interested to find out if torque is being lost in the lower rev range.
Also, side note, did you hear anything about GRD Cloch? Let me know if you did and when you’re going. Maybe we could meet up and get our stuff flashed at the same time. Would love to see/hear your car in person.
^^ arin never got back to us on the thread, and I have not contacted GRD this week. I’ll make a note to do so on Saturday. If they finally have flashing tools, I’d be down to meet u there. I’ve been wanting this upgrade for a while now.
Skid, would be good to see, I have a strat, never installed. The interesting log is what circuittested did, see the IATs and MAF and intake manifold pressure, and see if it makes a difference. It does take at least until 60-100 feet or more until the motor sees cool air with an open element like the Strat/ROC or USP. Soooo weather dependent though.
I’d imagine going with the biggest possible pipe diameter (and obviously a clean free-flowing filter) would pretty much yield similar results. It’s likely every intake has reached the point of diminishing returns, but who knows?
What really gets me thinking is the throttle body. Someone here was already trying for that, in the form of a bigger thottle body, and they can comment if they like …but it apparently was a non-fit, which is too bad.
The TB is pretty much a massive restriction considering throttle is controlled mostly with the bypass valve when you’re “on it”. And it doesn’t open all the way, basically only 86% (equivalent to the shadow of the stem), which some might say is good enough. But I’d still think it would make a difference, considering every other car imaginable has shown differences with a larger or ported TB.
They do indeed have them. Went there a few weeks back and they had never used the tool before so I decided not to let them “test it” with my car.
Last time I called, they had sent their tool/computer to APR for diagnostics.
I actually already have v2.0 but something didn’t copy over right when I updated so Arin suggested I re-flash for moar powah
Okay gotcha. I just checked their website - no Saturday hours. Wtf?? But anyway, ya, I’ll meet you up there to get the flash. Looks like I’ll have to give them a ring during the week. I want that power!
Clochner, Had the APR one but never installed it… didn’t like it and IMO the open elements have proven better from data logging and drag racing standpoint…
Skid, Heck yeah do some logs… That will be fun to see…
J, I think the bigger piping will be able to feed the blower better as their will be more capacity… How much will it help, not sure… The dynos look nice I am convinced the open elements are better than the boxes… funny thing is my car actually dynoed better with the stock box over the strat… lol At the strip the open element was .1-.15 faster in very similar conditions… Along with the other numbers you mentioned…
I tried with the TB it wasn’t a fitament issue or that is not what I was told it was a electronics issue or that is what I was told… I paid for it and waited and waited and waited and finally just got my money back… He has yet to produce one that I am aware of as I told him I would buy one if he got the electorincs to work… The restricition is more so on the intake vs the TB, I think I had posted some pics on that? If not there below…
http://i1012.photobucket.com/albums/af247/concordslim/DSC_1624_zps12190072.jpg
http://i1012.photobucket.com/albums/af247/concordslim/DSC_1623_zps9449422d.jpg
We did take my TB apart…
http://i1012.photobucket.com/albums/af247/concordslim/IMG00253-20111229-0745.jpg
http://i1012.photobucket.com/albums/af247/concordslim/IMG00252-20111229-0745.jpg
http://i1012.photobucket.com/albums/af247/concordslim/IMG00251-20111229-0744.jpg
http://i1012.photobucket.com/albums/af247/concordslim/IMG00245-20111228-0924.jpg
http://i1012.photobucket.com/albums/af247/concordslim/IMG00244-20111228-0923.jpg
Awesome pics, thanks prime.
The reason I’m saying TB is…in our case the TB is atmospheric.
In a turbo setup, or a centrifugal blower like on your stang, the TB is after the power adder, part of the pressurized circuit. So if you gain power by increasing mani pressure, the TB will not impose much more of a pressure drop as manifold pressure rises.
In our case, though, the TB is prior to the power adder - like a NA motor. So as we grow in power, and thus flow, the TB will pose more and more of a restriction, exponentially, since it still runs at atmospheric pressure but with added flow. At 1.4x the flow, the pressure drop across the TB will be roughly double.
It looks like 75-80mm, just a guess based on the thumb (unless you or your bro are giants). Well on a B7 RS4, it’s 90mm…the RS5 uses twin 70mm…I think we are lacking here. What will be interesting is if stage III uses the same TB. But the hole there looks bigger…I dunno though.
http://farm9.static.flickr.com/8201/8285058969_0d5048caf8_b.jpg
J, so do you think the TB is a restriction at the current levels? FYI… stock is a Siemens VDO 70mm, the one I bought was a 78mm from a skoda car supposeldy… they were working on a pigtail to make the electronics work… There wasn’t much you could do with the stocker from a p&p standpoint and we didn’t want to tear out the blade since it was pressed in and we weren’t sure how it would work out… Thought I was getting a bigger one also at that time…
Ha, caught me mid-post. Well, for comparison…
Seems the CTS-V has an 87mm, some are swapping to the LS2 90mm TB. That’s a decent comparison considering we might be using the same blower screws.
Even an increase in throttle response would be nice, if no power was gained.
Porting doesn’t seem an option either…
But if electronics seem to be the issue, it would pretty much take a cross-referencing microfiche miracle that another car had compatible electronics. Seems Audi is going twin TBs on on the new cars now, so nothing there…and the B7 RS4 uses a bosch unit, I believe.
I doubt Arin would want to give anything away, but I’d be MIGHTILY surprised if they were going to stick with a 70mm TB on stage III.
Jay, Yeah no doubt on the V’s as I have seen some of the offerings which is why I thought it may work for us… I had a Acufab Big Mouth TB on my mustang when I switched from the twin blade style that came on 03+ Cobras… It worked well and to your point throttle response was much sharper but it wasn’t a drive by wire system either… Anyway, I had talked to Arin and Joel back when I wanted to do this and they didn’t think it would yeild anything huge if I could pull it off but they didn’t say it wouldn’t help… Would have to look at the old emails to get more specific… I would agree if they use a bigger blower they will probably use a bigger TB… Our current blower is really a mess from a flow standpoint once you look inside as I try to show with the above pics…
I asked a few questions of this intake. Basically what was the methodology.
They basically ran the three in order, with a 5-10 minute heat soak cool down. They didn’t reset the adaption on the ECU between the two intakes, nor did they run the competitors again after their product to see if the power gains were just because the O2 sensors were getting hotter and allowing for more power.
In theory I could get the dyno to show the same results with the roc-euro intake if I substituted if for the last pull of the day. I just don’t believe the gains they market when it essentially is the same intake design.