Any pics of the final product?

 

We'll get some pics posted up real soon. The production parts bolted up really well without any drama, no cutting, trimming, etc.

So, here's the plan. I want to find 5 people in SoCal that are looking to upgrade their piping kit and we'll get these guys a seriously good deal with BOV included. And then the plan would be to find 10 more early adopters around the country to install it themselves as well and give feedback on the install and performance. The ideal candidates would be spending some time on the track or autocross, preferred, but not required.

 

OK I'm intersted in. I live in Vista so I'm close to you guys PM me details as I have been considering your BOV anyway.

 

Here are some pics i took. sorry only had my iphone.

 

This is the primary reason why we've invested in making a production kit for the Synchronic BOV for the EVO. We have plenty of people that want the product for their EVO, but have concerns about fitment with other mfgs. So, now, here's a kit that is not only designed to fit and package well, but is also designed to maximize the performance of the BOV w/ the whole system.

All of the pipes are also designed to be modular. So, if you start off with the kit and the stock battery, but want to relocate the battery, go smaller, or simply improve performance, all you have to buy is only 1 upper pipe.

And for the guys that are looking to go Standalone/MAP sensor later, the BOV is positioned as close as possible to the TB and can be VTA with a Standalone. It is also positioned to be out of the way for other accessories in the front half of the engine bay, like catch cans, etc.

 

The kits will be available in only 2 finishes, polished Aluminum and matte black powder coating. It will also come with an intake pipe designed to work with the BOV location, fittment and performance.

The main goal of the intake pipe is really to keep the MAF happy. And our testing has been yielding very smooth and stable results. Less jerkiness over stock from the car, etc.

 

hmmm I have been looking for new piping. I have a hacked up upper intercooler pipe from a intake manifold swap that then got tossed and changed back to stock.

I already run the original sychronic bov and love it. Never any problems and holds up great.

 

Looks like you are running a single bend MAF pipe like ETS and Buschur. Is that correct?

 

I don't know what they're running, I haven't looked at it. Let me take a look. But there is basically 1 bend.

*Looking closely, they are all single bend as well. But we're running a different diameter pipe. Any concerns you might have that have come up with their designs?

 

I have been discussing this with boostdtalon and I am in for the being one of the 5 socal testers. I am about 1.5 hours from Sd so its no problem

 

We're doing the program with the 5 guys in SoCal to get more verification and documentation before the product goes into the distribution channels.

Looks like there's only 1 spot left in SoCal. So far, I've got
boostdtalon
oldevodude
sspaladin28
Danny (not on EvoM)
Jeremy (Streetfire)

Updated 2-5-09

 

I just dont know about the uppper intercooler pipe going up over the intake instead of under to take some lenght of the pipe and reduce the bend from a 90.

 

Agreed^^^. If you are going to the trouble and expense of a mini battery, then piping lengths and bends need to be minimized as much as possible. When will the stock battery UICP be fabbed up?

 

If you look at the difference between going under the MAF and going over the MAF, you are merely talking about a 4" difference in pipe length before the bend up. And, only an additional 7 degrees of bend. But what happens when you go under the MAF is that you have to add a bend half way down the length to clear the armature and counter weight for the transmission. It is far more detrimental to charge air velocity to add that bend than it is to add the 4" of piping, especially when it comes to a change in velocity right before coming into the TB. If you know that you're going to get a drop in velocity at the 90 into the TB anyways, you want to make sure that you maximize the velocity of the charge that is going there in order to minimize the negative effect of the turn into the TB. If you take a look at the picture, the pipe is straight going into the TB. I don't know what everyone else is doing, but I've seen some stuff out there with tons of bends in order to accomodate the transmission.

The greatest priority in any MAF system has to be what the MAF is seeing. This has the greatest detrimental impact on any system when not done right. In fact the calculations were made to locate and position the MAF first. Then the piping was made to fit in with that plan. I believe that the factory S-shape is a mistake and so is going big diameter on that pipe with the S-Shape. I don't think that many people take into account the time constant for a given volume of air between the turbo and the MAF when making up an intake for the Evo.

The other thing that I don't see a whole lot of priority in either is the performance of the DV, whether it be OEM or aftermarket. The EVO is pretty sensitive to flutter and backflow through the MAF. You don't get CELs like, say the GM cars, but the cars tend to buck and hesitate. Just drive around with your DV disconnected and you'll notice this. I'm seeing piping where the DV is just plumbed anywhere convenient with a long inlet tract and no provision for the time to actuate constant. I don't think that the LICP is that important, compared to the interplay between the UICP, intake, DV-return and DV. But our kit is setup as a system and only works with the Synchronic BOV/DV. So, as a system, it is all designed to work together.

 

Excellent explanation! I can't wait to try this out.