2XS turbo inlet install

[Nexus]

I'm not sure if Troy has these available at present. Just thought I'd share what I've noticed from the install of mine, which troy whipped up some time ago, and I just got to having installed today.

My mechanic took one look at it and said "that won't do anything". Certainly there is no problem with the stock inlet's rigidity and I can't image the turbo generating enough vacuum to collapse the OEM inlet.

Had to have the tiny wastegate hose piece welded on. Again, not sure if Troy has these available or not as a product.

Once all fitted, and service finished, I was curious to see how, if anything, things had changed.

Short awnser is yes, there is a gain. Quicker spool, usable torque more accessible.

Looking at real-time rolling dyno (OBD diagnostic based) data - not a proper dyno run, but a good indicator - I'm seeing no gain in peak power, maybe even a small loss of maybe 5Kw, but a 30Nm gain in usable torque. There's more when you ask for it in the real world.

Inlet was todays only significant alteration to intake.

[steinez]

Good review Nexus and good to see posting results from the OBD diags. Nice increase in torque When's the manifold going on as be keen to see the gains there

[Nexus]

Good review Nexus and good to see posting results from the OBD diags. Nice increase in torque When's the manifold going on as be keen to see the gains there

Yeah, it needs a few days to settle, having only just made the change, but there was a subtle but noticably increased eagerness after install. Seeing driving that would normally show 250Nm jump to 280Nm was a little surprising. I am fairly confident that on my mod-set - OEM intake and airbox, there is a loss seen at the top end. The cross sectional area of the OEM inlet is reasonably large, possibly slightly larger than the 2XS and mazda with all their development $ will have constructed it to flow in a linear fashion throughout the rev range etc, flowing a bit more than this 2XS inlet can at the top end, restricting flow a little elsewhere. That's not a bad thing. The tubular construction of the 2XS inlet minimizes turbulence, so the turbo get's an easier bigger gulp when you get on boost, but it can only hold that for so long, and the larger (??) cross section and develoment detail of the mazda unit shows at the top end. That's my edjumacated assessment, anyway.

Manifold may go on soon. I'm dithering a little. Do I fit both a mani + downpipe at the same time? I want to, but I also wanted to see the manifold's gains as a standalone, with the OEM downpipe. Right now I am inclined not to spend the $1200 or more Troy will ask for a black ceramic coat dual DP and just go the manifold install. It's just really convenient in terms of service to do both.
Perhaps I should ask troy for a complementary DP install if I do some proper OBD diag based dyno runs that show measurable results.

I can do a real dyno run with ScanXL, but have been lazy and absence of accessible of long, flat private road. Need to wind out in 4th to do that properly. It's really the same as putting your car on a dyno. Instead of turning the rollers, you're moving the weight of the vehicle and accounting for aerodynamic drag, tyre rolling resistence, etc.

[2XS]

I'll whip up a new larger version and someone can try that. I can trial a new version before I go into production over the Xmas break.

Thanks for the feedback. I'm yet to hear anybody actually show some (albeit rough) figures for TIPs. It is always "seat of the pants" type figures, no datalogging.

I would like to see "just" the manifold figures alone too. We'll see how that goes........................

We will discuss the DP install via PM. I can't have everyone wanting/getting free stuff.

[Nexus]

Gains might be more than I first thought, and ECU is probably still adjusting.
Observing the real-time rolling dyno during trips -
Pre inlet norms were peaks of 150-165Kw. Torque peaks from 250 to 300, with 250 being the usual peak in known consistent circumstances.
Yesterday it seemed reluctant to pass 150Kw but showing 280Nm where 250 was expected and feeling more urge. Together with a "bum dyno" sensation that the top end was falling flat, this is what made me feel there might be some top end loss.

Today I saw an easy 166 and 175Kw peaks logged while driving.

It is possible to artificially inflate the calculated power and torque figures up to 20Kw or more by planting it downhill off the peak of a crest as the vehicle's weight momentarily lifts. 175-180Kw is something I would previously only have expected to see if I overtook on a significant downward incline or similar circumstances. Today's torque peaks were higher than pre-inlet norms, but not quite as high as yesterday. Power peaks, however, are unexpectedly high and in believable circumstances. Previously I don't think it would have logged the 175Kw it did. It would have logged 160Kw.

I would tentatively suggest that from the inlet alone, power peaks in real world spirited driving raised from 150-165Kw to 165-175Kw, torque above 260Nm much more accessible. I suspect that the power peak has dropped a little in the rpm range, lending to the sensation of top end loss.

It will take a week of driving to assess properly.

---------- Post added at 10:48 PM ---------- Previous post was at 10:22 PM ----------

Strangely, I seem to have possibly lost ~1 PSI peak boost. I'm seeing 17 where I might have seen 18 previously. Again not enough driving yet to gauge the new norms.

[SarcasticOne]

I'll whip up a new larger version and someone can try that. I can trial a new version before I go into production over the Xmas break.

Thanks for the feedback. I'm yet to hear anybody actually show some (albeit rough) figures for TIPs. It is always "seat of the pants" type figures, no datalogging.

I would like to see "just" the manifold figures alone too. We'll see how that goes........................

We will discuss the DP install via PM. I can't have everyone wanting/getting free stuff.

Install it on mine if you want
Can jump on the Tunehouse dyno when I go back to Sydney

[2XS]

Install it on mine if you want
Can jump on the Tunehouse dyno when I go back to Sydney

Sorry, too slow, I already have a volunteer and I will have pre and post dyno results. (Gen 2 - current mods SRI and DP)

[SarcasticOne]

Sorry, too slow, I already have a volunteer and I will have pre and post dyno results. (Gen 2 - current mods SRI and DP)

Damn it...

[Nexus]

OK - after awhile to continue observing + reconciling realtime calculations and bum dyno.
Peak Kw up from 163Kw @ 5500 to 175Kw @ 5400
Peak Nm unchanged or only marginally higher, however torque is more accessible - beefier curve. Still checking figures.
Spool time seems to vary according to circumstance and in some circumstance slower to get boost on.
Peak boost down by 1 PSI

Throughout there's a nagging feeling something is down - I am inclined to suggest that the more accessible torque curve accentuates the top-end drop-off, and I also feel that in terms of responsiveness it is not quite as quick to respond going from part throttle to WOT. I think the 1PSI peak boost drop is a symptom revealing this.

Offsetting the small losses it's measuring up as a 12Kw 30Nm* gain (* but not at peak), and I'm inclined to suggest that a round of development targeting the small losses will see an unbeatable inlet product.

[Nexus]

AND... a small kink in the aluminium recirc fitting is an amusing resonator for bypass noise. I gotta say, it makes a gentle but effective bypass chuff + flutter at modest throttle i.e. driving in traffic. In these bypass conditions, it's sounds....just like a vent-to-atmosphere blow-off, with the all important key difference of a socially acceptable decibel level. The noise disappears with high boost bypasses, but is effective in "gentle squirt" driving. Leadfoots won't hear it. Nor will you hear it every time you take off; there's a sweet spot and rather excellently it's somewhere you can make it heard without being a mind numbingly repetitive noise every time you change gears.

All that for a beta testing model made some months ago. I'd like to suggest more than just a larger pipe although I expect that will make a difference to the response, top end etc, I've something more exotic in mind that is a more complex manufacturing construction, but I expect would "solve" the response and give more flow beyond what just a bigger pipe would, if practical to manifacture and viable to make fit in the available space. I'll post my uber inlet idea later.

I have various ideas like that and right now I amused at the thought of making a blowoff/bypass resonator from a coke bottle, too.
Some might laugh hard at this, but actually think the inlet I currently have installed could benefit from a well designed hiclone installation. I'm tempted to contact them and see if they'd put it up for dyno test. Give me one for post MAF, that gets the air spinning all the way down to the turbo - in sympathy with the turbo's spin. Part of uber inlet design, which I'll post later. Or maybe keep secret and give only to Troy.