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
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• Proven Technology
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• Magnetic Prefiltering
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The most technically advanced oil filter you can buy

Consistent filtering across entire filter surface

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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.

]]> https://pure-tuning.com/blog/?feed=rss2&p=470 0 https://pure-tuning.com/blog/?p=376 https://pure-tuning.com/blog/?p=376#comments Thu, 10 Feb 2011 23:15:36 +0000 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

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

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!

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.

From November 1st until December 24th we will be promoting the S300 for $545 with a free Hondata heatshield intake gasket. The gasket is your choice, but must be a B, D or H series gasket.

First things first… The point of reference will be the Magnus Street Intake Manifold (MSIM) which was on the car originally when we finished the new turbo setup. The MSIM had been on the car for 3-4yrs already so we used it for the build

However, we were looking for more on the existing setup and needed a new intake manifold to take better advantage of the turbo and headwork.

First will be the dyno graph of the MSIM. This is the manifold without the velocity stacks.

Test were performed on our Mustang Dynamometer MD-1100-AWD-SE.

All Manifolds A/F’s were tuned for a true comparison.

Magnus Street Intake Manifold

Car: 2003 Evo 8
Engine: Pure Stage3 2.0L w/ Pure Spec-C Cylinder Head
Fuel: 93 octane
Turbo: Borg Warner S259
Intake Manifold: Magnus (Street)
Throttle Body: OE Knife Edged and Radiused
Cams: HKS 272
Max Boost: 23psi
Atmospheric Temp: 76Deg
Relative Humidity: 5.7%

I also decided to weigh the manifolds with all fittings. I didn’t feel it was fair without since the stock OE intake manifolds are pressed in. The MSIM cam in at 2519.6grams which is 5.56lbs.

Next:
Magnus V5 Intake Manifold Dyno Test

The graph shows the Magnus Street vs the Magnus V5. Nothing else mechanical was changed for this test other than the length of the upper intercooler pipe to accommodate the intake manifold. Past 6000rpm the M-V5 did exactly what we wanted.

Car: 2003 Evo 8
Engine: Pure Stage3 2.0L w/ Pure Spec-C Cylinder Head
Fuel: 93 octane
Turbo: Borg Warner S259
Intake Manifold: Magnus V5
Throttle Body: OE Knife Edged and Radiused
Cams: HKS 272
Max Boost: 23psi
Atmospheric Temp: 59Deg
Relative Humidity: 0%

Peak Gain of 20.8whp over the older Magnus Manifold!

The Magnus V5 was the heaviest at 3988.8grams / 8.79lbs.

Next:
OE Intake Manifold Unported

We decided to do this test because everyone seems to think the stock intake manifold is better than the older Magnus manifolds.
The stock intake manifold was not ported or modified in any way that would affect power. This was done for a true off the shelf comparison since porting can induce inconsistencies depending on who does it and how it is done.
The SIM’s A/F were tuned to match both Magnus intake manifolds so this could be as true of a comparison as possible. The ambient air temps were much cooler than the day we tested the MSIM by 16degs with a little better humidity also. The graphs posted always use the SAE correction factor so we can try to make up for the temperature discrepancy, so take it for what it’s worth.

So before anyone comments on it…
The boost maximums shown on the dyno graph are just that. The maximum reading is from the initial boost spike at 4300-4550 depending on which graph you are looking at. Once past that initial hump the boost settles in and maintains the mid 23psi curve to redline as you can tell from the 24psi x-axis point.

The test yielded some interesting results. Spool up was increased by a consistent 150rpm making peak boost by 4400rpm instead of 4550rpm. There was a peak gain of 15whp around 5200rpm with a solid whp improvement from 4800rpm to 5400rpm. There is a slight increase in power at 5900rpm and from 65-6800rpm which is directly correlated to the increase in boost at those points if you look at the boost mapping. After 6900rpm the SIM looses it’s ass with a peak loss of 17whp at 7600rpm.

Without adjusting the cams or porting the SIM, the diff in ambient temp, and the diff in weight between the two manifolds the Magnus Street Intake Manifold wins without question. I however would probably still stay with the SIM for the spool and the mid-range power.

The graph shows the Magnus Street vs OE Stock Intake Manifold. Nothing else mechanical was changed for this test other than the length of the upper intercooler pipe to accommodate the intake manifold.

Car: 2003 Evo 8
Engine: Pure Stage3 2.0L w/ Pure Spec-C Cylinder Head
Fuel: 93 octane
Turbo: Borg Warner S259 / Open T3 .55ar Stainless Turbine Housing
Intake Manifold: OE Unported
Throttle Body: OE Knife Edged and Radiused
Cams: HKS 272
Max Boost: 23psi
Atmospheric Temp: 60Deg
Relative Humidity: 0%

The OE Intake Manifold was the mid-weight at 3242.2 / 7.15lbs.

Last a graph of all three overlapping each other.
Magnus V5 with a peak gain of 20.8whp / 15ftlbs. over the Magnus SIM
Magnus V5 with a peak gain of 37whp / 27ftlbs over the OE Intake Manifold
Magnus SIM with a peak gain of 17 whp / 12ftlbs. over the OE Intake Manifold
OE Intake Manifold with 150rpm better spool and 15whp / 14ftlbs. at 5200rpm over both Magnus Manifolds.

Thanks for viewing.