accessories. Because of this we are now an authorized dealer for K & P Engineering.

For pricing and availability please call us @ 419-474-7992

Manufacturer of the world’s finest oil filter!
Setting the industry standard with technological advancements and product design
Over 14 years of stainless steel oil filter engineering, manufacturing and testing
100% designed and manufactured in the USA!

High Performance Stainless Steel Micronic Oil Filters

• Cleanable and Reusable
• Proven Technology
• Superior Filtration
• Magnetic Prefiltering
• High Flow Rate
• Easy Filter Element Inspection
• Unaffected by Water, Heat & Pressure
• Environmentally Friendly
• Meets/exceeds manufacturers specifications

Technical Highlights

The most technically advanced oil filter you can buy

Consistent filtering across entire filter surface

Superior ASTMF316 filtration performance

7 times the flow of comparable paper oil filters

Magnetic Prefiltering

Billet aluminum filter case doubles as an oil cooler

Progressive rate bypass combined with high flow characteristics of the filter media avoids unfiltered oil bypassing the filter during cold startup and high rpm

No more cutting apart messy paper filters for trapped debris inspection

Proven in Motorsports, Military and Aerospace applications for years

No more oily paper filters to the landfills

May be the last oil filter you’ll buy

“Inspect, Clean, Reuse”

Unique Design, Top Quality Materials and Construction

The K&P Engineering filter element is made from medical grade, type 304 stainless steel micronic filter cloth to provide unmatched protection against oil contamination and resultant engine damage. A one inch square of this material flows an incredible 1.9 gallons of oil per minute at only 1 PSI pump pressure. The adhesive used in the filter assembly process is good to 600 degrees Fahrenheit, far above normal engine operating temperatures. A super strength nickel-plated neodymium rare earth magnet is installed in the top of the element for magnetic pre-filtering of the oil. The sophisticated bypass is engineered for proper differential pressures and consistent operation, delivering a greater percentage of filtered oil while being very easy to clean. The twist lock design assures positive filter element placement and allows for easy disassembly, inspection and cleaning. The quad-ring gasket doubles the seal between the filter and the engine. Finally, the filter housing is carved out of a solid chunk of 6061T6 billet aluminum, which not only looks great, but aids in dissipating heat.

]]> http://pure-tuning.com/blog/?feed=rss2&p=470 http://pure-tuning.com/blog/?p=376 http://pure-tuning.com/blog/?p=376#comments Thu, 10 Feb 2011 23:15:36 +0000 admin http://pure-tuning.com/blog/?p=376

PURE Tuning is proud to announce that we are now an authorized Whiteline Performance Center. We have been trained, instructed, and approved by the Senior R&D director Andrew Nolen from Whiteline Australia and Tim the US Whiteline representative.

What is a WHITELINE PERFORMANCE CENTER (WPC) ?
A WPC is an authorized specialist tuner with the ability to sell, fit and tune WHITELINE’s quality range of suspension product. It is the perfect value add proposition, as with the high complexity of chassis set ups, merely purchasing the product is not enough these days and the ability to service the consumer with technical advice, installation and tuning is where we recognise the opportunity to differentiate our brand from the rest.

What does that mean to you?
We have exceptional skills in chassis set up, installation, sales, service and customer support while providing you the best discounts possible on their products!

Check out Whiteline’s website to view available products for your vehicle. http://www.whiteline.com.au

When we were approached by one of our customers to build the ultimate EVO X street car, we were baffled a little, largely because he also has a 600+whp Evo VIII. However after one ride in the VIII on the street (had been a while) we understood. The car had lost everything that is great about the stock car. The low end power, turbo response, and civility was gone as it had become a racecar driven on the street. So he bought an Evo X to have fun during his work commute, still be able to take the kids to school and use it on date night. After driving the X he loved the drivability and feel of the stock turbo but also wanted the ability to outrun almost anything on the street. So with some of the preliminary discussion normal 93oct pump fuel would be mandatory not E85. E85 is great but it’s lack of consistency was not an option since the car had to be filled at any station through all seasons with out worry of proper content mixture. It would also need to make out of town trips without a refueling flight plan.

There was also mention of possibly using the car for road course/track days as well so it needed to be durable, low weight (more our preference) and responsive. Additional turbo lag and loss of bottom end were also not an option while needing 400+whp to be a good street terror.

The customer also didn’t want the loud unnerving noise from an atmospheric wastegate dump tube so the wastegate would need recirculated.  Kids plus nagging wife in the car plus loud wastegate dump and exhaust fumes tumbling through the windows equals whinny kids and an even more naggy wife.  Not the greatest combination in my opinion.

Lastly no internal trickery allowed. The long block had to remain completely stock and all of the comfort items needed to also remain

The customers request was a tall order, but the goals were set…have cake and eat it too… No Problem! With all the new suff on the market we have been planning a turbo kit like this for years. So in short here is what we did.

- PURE Tuning / Shearer Fab Tubular V-Banded Exhaust manifold(13lbs) (OE Manifold 14lbs)

- FP-GT3076R-HTA w/Tial Sport V-Band Turbine Housing (11lbs) (OE Turbo 20lbs)

- Tial Sport 44mm MV-R Wastegate (3lbs)

- PURE Tuning 4” FMIC

- Custom Intercooler Pipe kit

- Full 4” Intake

- Pure 3” Downpipe with Re-circulated Wastegate

- Tomei Titanium Exhaust

- PURE Dyno Tune on our Mustang Dyno

Now we didn’t weigh every single little thing that came out and went back in. So before anyone gets huffy and starts complaining we wanted to add the obvious and show the main components weight.  From there the remaining oe parts such as stock downpipe w/cats and factory o2 housing, all the brackets, heat shields, airbox, intercooler, piping, frt bumper core support, that the turbo kit obviously didn’t gain any weight and if anything saved some. May end up just sticking the car on the scales to find out it’s final weight from stock.

…and the results are a turbo assembly that weighed a few pounds less than stock and a designed system that makes 422whp with increased bottom end power on 93 octane.

We look forward to hearing the customers feedback in the spring.

Pricing and availability will be released soon.

Thanks for reading.

Introducing the first aftermarket turbocharger built from the ground up. Borg Warner has done something no other turbo manufacturer has done to date by addressing many issues while bringing all the latest technology and design into a full line of turbochargers specific for the aftermarket community.  Be on the watch for upcoming projects and dyno testing here at Pure Tuning.  Please take the time to read a little of the story behind these remarkable turbochargers. Once they are released we will have a couple on display as pictures do these turbos no justice as the quality is unbelievable  Feel free to call us with questions and submit pre-orders…

When Borg Warner set out to design the new EFR turbocharger, we challenged the technological status quo. We asked ourselves, what features would the world’s most advanced turbocharger include? What if well-known materials such as inconel weren’t the right choice? How much weight could we save with a different material for the turbine wheel? The answer came in the form of Gamma Titanium Aluminide (Ti). The Gamma Ti Turbine Wheel is over 50% lighter than its inconel counterpart and could spin in the slightest breeze. A dual ceramic ball bearing cartridge, stainless steel turbine housing and other integrated highlights all come together in harmony to create the most advanced aftermarket turbocharger in the world.

Click Here for Pricing and Purchase

The All-New EFR Turbocharger by BorgWarner Turbo Systems.
EFR FEATURES:
• Dual Ceramic Ball Bearing
• Forged Milled Compressor Wheels (FMW)
• Gamma-Ti turbine Wheel & Shaft
• Heat Resistant Turbine Housings
• Sensor mounting convenience
• Boost Control Solenoid Valve (BCSV)
• Simplified Installation
• Flexible Compressor Cover
• Enhanced Turbo Response
• High Flow Wastegates
• High Turbine Efficiency

Aerodynamic Options

Wastegate Selection Guide

Extended Tip Forged Milled Compressor Wheel

Dual Ceramic Ball Bearing Cartridge with Metal Carriage

Gamma-Ti turbine Wheel & Shaft

Waste Mounting Position (15 Deg.) and Tension Adjustment

Boost Control Solenoid Valve (BCSV)

Internal Bypass Valve (Blow Off Valve)

Cross-Flow Water Cooling Plumbing

Swivel Clamping system

Integrated Oil Restrictor

Turbo Speed Sensor Port

Compressor Outlet for Coupler or can be Cut for V-Band

Compressor Cover A 0.46 a/r 62mm - 67mm Wheel

Compressor Cover B 0.50 a/r 70mm - 76mm Wheel

Compressor Cover C 0.57 a/r 83mm - 91mm Wheel

Turbine Housing A 0.64 a/r T25 Flange

Turbine Housing B 0.83 a/r T3 Flange

Turbine Housing C 0.92 a/r T4 Flange

Turbine Housing D 1.05 a/r T4 Flange

Introducing the COBB Tuning AccessPORT for 2008-2010 BMW 135i, 335i and 535i vehicles equipped with the N54 twin turbo engine. The AccessPORT brings hand-held ECU flashing, managing and monitoring convenience to BMW, unleashing untapped power hidden in the ECU with just the push of a button. The AccessPORT lets you quickly reprogram your car’s ECU
with performance-tuned calibrations for instant power gains without any tools, wiring, soldering or downtime. Reprogramming the ECU generates significant power gains while retaining the sophisticated control logic and refined engine response developed by BMW engineers. Simply plug the AccessPORT into your car, install the desired calibration and enjoy the thrill of big gains in torque and horsepower!

The AccessPORT puts control in the hands of the enthusiast. Install the AccessPORT at your convenience in less than 20 minutes from the comfort of your driver seat. The AccessPORT is able to store multiple calibrations, making map switching easy with just the touch of a button in under a minute. Choose from many pre-tuned maps for different levels of modifications
and types of fuels and be ready for any situation. For extreme modifications or maximum power output, our ProTuner network can custom tune your setup on a dyno using our soon to be released BMW AccessTUNER Pro tuning software.

Flashing the ECU for increased performance is just the start of what the AccessPORT is capable of. Set the AccessPORT to Performance mode to capture 0-60MPH times, ¼ Mile times and Trap Speeds. Switch over to Live Data and choose a gauge to monitor, such as; oil temperature, intake air temperature, throttle position, ignition timing, boost, MAF voltage, air/fuel ratio and many more. Select the integrated Data Logging function to record multiple channels of data for up to 10 hours for in-depth performance analysis. Go to Troubleshooting mode to diagnose issues by reading trouble codes and resetting the system once the issues have been resolved. Even configure the AccessPORT as a shift light that _ashes the screen at whatever RPM you choose.

The AccessPORT can even eliminate separation anxiety for those times you are away from your car. Protect your investment when out on the town by quickly loading the Valet map to limit engine revs and boost. And when it’s necessary to remove the AccessPORT, the uninstall process is simple, taking under 10 minutes and restoring the ECU to its original condition. The AccessPORT can be installed and uninstalled as many times as needed without fuss or hassle.

The AccessPORT from COBB Tuning is the most comprehensive hand-held ECU flashing, managing and monitoring device available for 2008-2010 BMW 135i, 335i and 535i vehicles. Satisfy your hunger for more power and control. Access the potential of your BMW today!

Part Number: AP-BMW-001
Retail Price: $895.00

So a couple months ago I get a call from a friend telling me he’s gonna give his 05 Evo a little update in the power department and at the end of the parts list was the S2 intake manifold.
Uhhh, did I hear a niner in there?  Really, I didn’t even know S2 made a intake manifold for the Evo and we are a Skunk dealer, or maybe I did hear of it, but immediately disregarded it think S2 does Honda’s not Mitu’s.
I have to actually admit I was extremely skeptical the manifold was going to work or work any better than half the others on the market.
Now I definitely wanted to test the manifold and knowing the Mitsu community is picky about their intake manifolds I wanted to make sure the S2 manifold actually worked and where, but there are so many other units out there even if it performed would anyone notice?  Well Evo fans you need to see the results!!!!!

The Design:

First thing I noticed is it’s cast instead of sheet metal.  Cast tends to be more durable and looks better (their casting quality looks nice)  over the age of the car, but it’s usually heavier…can’t always have everything.
The plenum size was substantially larger than the stock manifold but not nearly as large looking as most other aftermarket manifolds. There were no horns/velocity stacks protruding into the plenum instead the runner entry is radiused into the wall bottom wall of the plenum just like another manifold we tested a while back that rocked! The runners looked shorter than stock but longer than any other aftermarket we’ve seen or tested.  Runners also seemed to be more equal than the stock manifold and S2 claims they are the same length but I didn’t measure them as it doesn’t really matter at this point. There is a little port work that could be done at the runner exit to the head but we aren’t going to touch it. I doubt it would make or break anything for this size turbo and i don’t want to skew the test.

Weight for those who care.  Stock Manifold 7.147lbs. and Skunk2 9.059lbs.

The Testing:
I want to emphasize that our goal with testing is to be as fair as possible and performed within a tight time frame. When a part is changed for testing we only mechanically change what is necessary to accommodate the installation and retune the fuel only. Bolting a part on without retuning fuel is not an accurate depiction of the parts capability nor is it always safe for the engine. The boost is turned up to the same level as the baseline unless the curve changes, as this one did, so then we try to overlay them as best we can.

Car: 2005 Evo VIII
Engine: Stock w/ARP Head Studs
Turbo: OE Evo IX w/upgraded actuator
Induction: ARC Induction Box and custom intake pipe
Charged Air Cooling: Used a good FMIC, but custom made the piping for this application
Exhaust: Stock exhaust manifold, True 3” Catback & DP (no cat) and JM Fab O2 Housing (very nice quality piece)
Intake Manifold: Stock (Unmodified)
Throttle Body: Stock
Cams: Kelford 264 in/ex
Fuel: 93octane
Fuel System: Injector Dynamics 1000cc Injectors, AEM Fuel Rail, Walbro 255HP
Ambient Temp:62-65deg F

Stock Intake manifold Installed

Skunk2 Intake Manifold Installed

Graph One:

The dyno graph shocked me a little since I could have expected a top end increase in power with the ability to carry the power a little further in the rpm band and loose a little spool down low.  Yes and no as peak power did go from 352whp to 361whp so 9whp peak-vs.-peak and yes it did carry power a little further.  What shocked me was there was no loss in spool and it made power and torque from 4500rpm on up with a max hp gain of 19whp @ 5200rpm and 18wtq @ 5200rpm.  Now most everyone in the Evo community knows the OE Evo IX turbo is not a large turbo but capable of very respectful numbers.  The fact that we gained 20whp and no spool loss made us extremely ecstatic and eager to test on a larger turbo.

Graph Two:

This next dyno graph we added the S2 Throttle Body.  The throttle didn’t really do much other than smooth out the power band.  It lost a little power from 4200-5600rpm and gained a little from 5600-7100rpm.  We have made over 500whp on the stock throttle so I didn’t expect much, but it did help in certain areas just mainly smoothed everything out.

Graph Three:

Just shows the stock intake manifold & throttle body vs the Skunk2 Intake manifold and throttle body.

Max horsepower gain of 20whp @ 5250rpm and a peak gain of 10whp

Max Torque gain of 18wtq @ 5200rpm which moved to 5900rpm with the S2 throttle.

Final Install Pics:

Fitment:
Unfortunately there were some issues with installation of the manifold and throttle that hopefully S2 will address!
I’ll start with the manifold.  First issue is it is shipped dirty which isn’t so much of an issue as it is just one more thing you need to do before installation. They do put a big sticker on the top telling you to wash it, but what about the big aluminum burr remaining from machining I had to grind off inside.  The sticker doesn’t tell me to clean and deburr nor does everyone have a grinder suited for the job. I feel cleaning should be done for the customer and without question all burrs should be removed!

Second issue was there was no true PCV line hookup.  Yes you can easily take a wrench and flip over the fitting in the valve cover 180deg to send it over to one of the 90deg lines on top of the intake manifold.  The fitting in the valve cover is just pressed in and easily moves with a little pressure from a wrench.  The problem I found was not everyone wants to dump their crank case lines to the atmosphere so a little more clarity for the novice would be better, but this still leaves me a little frustrated! The other 90deg hard line on top of the manifold facing the firewall is intended for the emissions system associated with the fuel tank vent and the EGR yet there are no threaded provisions for the solenoids to be bolted back on the manifold. Yes 99.9% of Evo owners want to delete this system for weight, simplicity, and a cleaner intake manifold so just delete the two 90deg hard lines on top of the manifold and give us two more threaded NPT holes.  This eliminates the installer from trying to come up with a hose combination that will include this larger hard line or the use of vacuum caps that tend to dry rot, crack and eventually leak.  A threaded NPT hole allows the use of a plug or any other size fitting so we can use it for what we want.  I thought of ripping out the hard line but instead I looped it to the back with a vacuum line so I didn’t have to use a vacuum cap.  Either that or allow the complete emissions system to be reinstalled. I could have removed the hard line, drilled, tapped, and screwed in a plug, however I already cleaned and hard mounted the manifold to the head before I realized this issue so at that point you could forget removing it!

Third issue was the fuel rail spacing for the injectors was 1/8” off.  Not sure if the stock injectors have the same issue but who is using stock injectors at this point? Never had a problem with spacing for the same injectors on the stock intake manifold but a few washers (not normal practice for me) fixed the issue, but this made for problem number four…

Fourth issue was the unbarbed vacuum nipple on runner four was now literally underneath the stock fuel return line to the point I had to remove the entire factory fuel return line and run new line with different clamps.  Not a huge deal but just frustrating and one more thing.

Fifth issue was this manifold was not intended for use with the stock throttle body. This is not the precise fit they claimed! The two vacuum nipples intended for emissions use run into the entry flange surface.  They barley hit so if you force the throttle on it will seal but barley. It leaves just enough room for a hose to slipped on to loop the two nipples.  Just a little machined recess would have fixed it.  Then to top it off the throttle pulley has a metal piece that sticks out hitting the same entry flange that limited the throttle to 91%.  Another machined recess would have fixed it. With the S2 throttle body there is no issue here, but not everyone wants both the throttle body and manifold. Kinda two issues in one but related to the same part.

Throttle Issue Pics:

Sixth issue was the supplied dip stick tube. The supplied o-ring was way too loose and would have been severed before the tube went into the block.  Just swapped over the factory o-ring and was back in business, but this left me with a tube that in no way was bent or angled properly to bolt to the intake manifold.  Had to bend and tweak the bracket to bolt it down and then it was still under the strut bar.  A little more time in the engineering department and no bending,  no tweaking,  and no o-ring issue with proper strut tower clearance would have been achieved!   Still two issues in one but of same relation.

Seventh issue is the manifold sits further towards the firewall.   The stock intercooler piping would more than likely make it that far but those with hard piping and recirced bov’s will need to modify their setups. Not really an issue if you know ahead of time…so now you know.

The last issue was with the S2 throttle body itself.  This throttle has come a long way but still has two issues that need addressed. First they supply hardware for everything, but the idle air control motor so rational thinking would tell you to just try using the hardware from the stock throttle body.  You can use it but it bottoms out before the IAC is secure and these are not strong bolts so if you didn’t know about this I’m sure you’ll just break off the bolt (as I did) the first time.  A washer under each bolt fixes the issue, but just a little more thread in the hole would have fixed everything… uhhh, not sure that couldn’t be turned into a sexual innuendo!
Second issue is the damn idle set screw that eventually falls out and has happened to several of our customers already. Old school fix is silicone the hole shut after the idle is adjusted but you really shouldn’t have to do this.

Consensus:

I loved the way it performed but it needs a little more thought on the engineering table and I think this will end up becoming the best intake manifold for the money (Retails for $524) on the Evo VIII / IX platforms.  Pending some larger turbo testing which we will be looking at doing soon I’m recommending this manifold from this point on. We are always looking for more power for the smaller turbo guys, so look no further.
I still can’t believe the results on a stock IX turbo.

Thanks for reading.

Forge Recirc Valve vs Subaru OE Recirc Valve Dyno Test by Pure Tuning.

We still get Subaru WRX / STI owners today that say “the original equipment turbo recirc valve is adequate for any turbo or boost level so why should I change it”. What a better way to prove if this was true or not then on a stock car.
For this test the valve in question is the Forge Motorsport Recirc valve that sells for around $170. This is a direct bolt on replacement valve that uses the adapter from the OE valve to recirculate the exhaled air back to the induction hose.
The car tested was a bone stock 06 STI with mid 20k on the odometer. Looking at the dynograph you can see the difference in power before peak boost is reached at 3800rpm. The OE valve hangs open a little which is primarily for smooth transition between shifts so where this is great for Granny it’s not what we are after. The Forge valve shuts immediately giving the engine all the boost and air volume as the turbo is providing it. The peak number didn’t change as the target boost is the same but the increase in boost pressure below 3800rpm netted 10whp at 3270rpm and 17ft/lbs at 3300rpm.

That is defiantly usable everyday performance!

Car: Mitsubishi Evolution IX MR with 1500miles on Odometer.

Parts testing will be progressive with parts being bolted on taking convenience in mind.
Parts are bolted on without tuning unless specified. When we conducted these tests we tried to take it from the consumers view which was to bolt on the parts and eventually get them all tuned in.

Test are performed on our Mustang Dynamometer MD-1100-AWD-SE

Fuel: 93 octane
Atmospheric Temp: 69Deg
Relative Humidity: 55%
Stock Intercooler was retained of the duration of these tests

Stock Vs Drop In K&N Filter :mitsu:

Stock Vs ARC Intake Box :mitsu:

Stock Vs ARC Intake Box & Greddy Titanium Catback Exhaust :mitsu:

Stock Vs ARC Intake Box, Greddy Titanium Catback Exhaust & DC Sports Downpipe :mitsu:

Stock Vs ARC Intake Box, Greddy Titanium Catback Exhaust, DC Sports Downpipe, Custom Aluminum Upper Intercooler Pipe by Pure Tuning w/HKS BOV & Hallman Manual Boost Controller. The boost controller was still set at stock boost level. The primary purpose for the BC was to smooth out the boost curve which it did. :mitsu:

Stock Vs ARC Intake Box w/Custom Aluminum Intake Pipe, Greddy Titanium Catback Exhaust, DC Sports Downpipe, Custom Aluminum Upper & Lower Intercooler Piping by Pure Tuning w/HKS BOV, Hallman Manual Boost Controller, DN O2 Housing and Exhaust Manifold, Turbo porting, Cusco Oil Catch Can , & ECU Tuning. :mitsu:

Tuning was required at this point since the air fuel was starting to lean out at the bottom end. We wanted to bolt on each part listed on this last test and dyno them one at a time, but time caught up with us and with the customer deadline approaching we bolted on the remaining parts and tuned everything in place.

Final Boost Level was 22psi on 93 Octane

We performed these tests to show that bolting on parts can still result in very good horsepower numbers without tuning. I still feel tuning is still one of the best modifications for any car on any setup, but most people like to purchase a number of parts before they get their car tuned because if they change or upgrade parts after the tune it will need to be tuned again. After performing these tests on this Evo IX I was shocked to see how flat and stable the A/F was on the stock computer up till the last test. I personally feel people don’t give the stock computer on the Evo IX enough credit. The final graph does show the parts with a fully custom tuned computer.

Thanks for viewing,

The spy shots from PRI show the new Tial Sport 44mm MV-R wastegate to replace the old V44 scheduled for release sometime in the first quarter of 2010.  This new MV-R wastegate is not just smaller and lighter than the older unit but it also has the option for water cooling.  There is also no need for re-plumbing as the new MV-R is a direct bolt on replacement for any V44. Trust Pure Tuning to have some available as soon as they are released.
Also included a picture of Tial Sport’s new recirc blow-off-valve scheduled to be released soon.

BorgWarner S200 Twin-Scroll 6-Bolt Turbine Outlet Flanges are now available. The flange is 1/2″ thick and has a 1/16″ recess for a 3″ pipe with plenty of room for hardware. Please check our webstore for more details.