It is easier to get info from the rumor mill. Everyone has a different answer.

For a true CAI, you have to relocate the battery to the trunk. What's the consensus on doing that as a mod?

That is a great point, that I never really thought about! Upgrading to an EVO, or MR, hmm . . .

So far here's the upgrade path that I know we will have available:

1) Synchronic BOV bolt-on kit, recirculated on a bone stock car, easy bolt-on
2) UICP
3) Full ICP kit with an intake, filter, BOV positioned better than OEM, less bends, etc. If you already have #1, then it bolts right in.
4) 3" downpipe w/ cat
5) 3" downpipe w/o cat
6) Fully v-banded exhaust (TBD) This is for the track guys that want an easy way to swap cats for track day

Basically, if you buy the RA parts for 1-5, it should be able to cross over to the EVO X 5 spd, or the MR. The LICP for the EVO X 5 spd is a little different and has a better flow path since the twin-disk tranny isn't there (yes it does make a difference). But we still have to test the difference between both pipes to see if we can eliminate one altogether.

Keep them coming.

 

for the CAI, i was planning to relocate the battery...

 

i think relocating battery is too much work for a LITTLE extra hp...

 

My thoughts exactly. This is probably only for the hardcore. I wonder how easy it would be to retrofit, the X parts to get the battery out of there.

That's why we tooled up the RA with the stock battery location. I guess we could always make a limited run of extensions to the intake for a CAI.

Honestly, though, you are probably better off with an efficient intercooler rather than trying to cool the turbo intake air.

 

How would the intake pan out with a smaller battery? Something like Oddessy's pc680 IIRC. That should open up a little room for some piping.

 

If I remember correctly, Ultimate has a sort of "Ram Air" unit that uses the stock ram air duct to feed their setup. I couldnt find the thread with the all the info but from the pic and the explanation it didnt look that efficient.

Would it be totally necessary to relocate the battery? could it just be turn sideways to make way for the piping?? idk just thoughts.

 

i asked about that intake (Ultimate) not having a heat shield of some sort. They said it wasnt nessesary to have a heat shield because when idiling it didnt give a CEL. so far i like that intake the best. no relocating battery, just bolt and go. Also i heard that the small battery does save wieght but they dont last long.

 

This is true to a certain extent, but for the real world implementation on a stock TD04 turbo, the gains wouldn't offset the added cost.

What would it offer? Improved spool? I'd argue the thing spools too fast as it is, any more and you'd just be getting worse fuel economy from being in boost more often during part throttle cruise.

Flatter boost control without a spike? Most tuners deliberately tune for that spike to improve midrange power since there's really nothing up top with the little stock hairdryer.

Hold more boost up top? You'd be squeezing water out of a rock with such a small turbo.

Also, how would an external gate work with the stock boost control solenoid? Most tuners are keeping the stock electronic boost control capabilities intact when tuning nowadays.

The "in" thing lately on EVO 8-9s is o2 housings with external dumps. This might be something that would interest RA owners who want to keep their quiet stock exhaust while increasing flow a bit at WOT.

If you have an EVO X torn apart nearby, try mocking up the stock X turbo/manifold to the RA and see what would be involved to retrofit it. I'd imagine it wouldn't take much to make it work, maybe a custom o2 housing/downpipe. I'd imagine the oil feed/return lines and water lines would be pretty similar. Not sure on the compressor outlet pipe, haven't seen an RA under the hood up close yet. If you could come up with a swap kit, and get an X turbo setup on an RA and tune it I think alot of people would be interested. It should offer substantial gains up top without sacrificing any spool given it's twin scroll design.

That's a great point, and would be totally indicative of where the priorities are with most car mfg's today, unfortunately. It doesn't bother me, if I get an RA it'll be a daily driver and I'd be happy with the SST. Just waiting on the Sportback.

As for a CAI, I think that alot of people would love to see something without needing to relocate the battery or even use a mini-batt. Again, we're talking about a more daily driven type of car compared to an EVO. How about as a stage 1, just a pipe that goes from the stock airbox to the turbo inlet. And as stage 2, some type of enclosed airbox that fits in the stock location but offers a high flow filter and still uses the stock ducting to feed it. Stage 3 could finish it off with aluminum or carbon fiber ducting to improve airflow to it.

 

I like what you're thinking here. This would be a great idea to explore more.

 

ya twin scroll on RA should be sweet

 

better brakes...rotors and pads.. i think someone said it on another thread so im just passing on the message

 

When it comes to an external wastegate, I'm looking more at improvements to exhaust manifold to intake manifold pressure ratios. That type of improvement in backpressure will raise the detonation limit and allow tuners to apply more timing advance.

An EWG would work just the same with the stock BCS as does the regular actuator. The BCS solenoid is a 2-port, 2-wire binary solenoid that pretty much works to bleed pressure away from the WG, external or internal, to change the boost pressure.

Like I said before, I don't think that getting rid of the battery, simply for CAI is even necessary. An efficient intercooler will do more than a CAI. Besides, maybe something should be done with the scoop and leave the battery alone.

 

Guys, I just spent some good seat time in this car and it is performing way better than stock. Especially up top. I've put in one of our prototype manual boost controllers to see what I can do about the boost. I've eliminated the spike with an MBC and only holding at around 15 psi. It still tapers to 13, but it pulls much harder from 5500 on, and some serious grunt down low. Like torque steering out of the corners grunt (only from low speed starts).

This car is really fun to drive. Predictable, shifts great out of corners, my list goes on. It just needs some good brakes.

Here's the list of stuff we've added on the car to date, tests will be conducted and published in DSport:

3" exhaust O2 housing back
3" race cat
Full flow muffler
UICP, LICP
Stock intercooler
Synchronic BOV recirc'd
Open element cone air filter
Manual Boost Controller

There's no CEL's from the exhaust since the cat is there. No CELs from the MAF. I haven't gotten a chance to stick it on the dyno, but it feels like Evo 8 MR with similar mods. It isn't dead at the top that's for sure. The car wasn't dead at the top stock though, it just pulls harder up top now.

 

Not to hi-jack the thread, but what issue/month will this be published in dsport?

 

Just got the car done yesterday, it goes back to DSport on Tue. I'm thinking 2 months out??? But we've put together enough parts for them to do multiple issue articles, I think. They plan on measuring the effect of every upgrade, individually.

In my testing today, I've found a little bug too. The MAF is quite sensitive. Although not sensitive like GM cars, Solstice and Cobalt SS. Those cars throw CELs from compressor flutter. RA/Evo do not.