Im a new srt4 owner ive had my car for about a month my names Chris just thought i would introduce myself and ask for some opinions on what i should put on my car next performance wise cause im having a hard time deciding what to get first or if i should keep saving right now i have a lil over a grand to put in the car, all that i can tell it has is
Mopar Exhaust
K&N CAI
MPX Throttle Body
AGP WGA
Here are some pics
Let me know what you think,
ditch the shitty K&N intake & buy a better one ... or get a stock intake & buy a drop in K&N filter .... the K&N intake is known to have/cause problems - the grommet for the sensor is known to get sucked into itself when in boost & the elbow is known to collapse ... also, it's only 2.5", the same size as the stock intake - if you want a "good" intake then get a 3" or go back to stock
btw, congrats on the purchase ... we all know that red is the fastest
Yea ive heard that about the K&N alot im going to get a bigger 3" any suggestions on wich one i should get? Also what kind of FMIC, i think thoose are the first two things im going to buy,also does anyone know of someone local that does good powdercoating work?
Im a new srt4 owner ive had my car for about a month my names Chris just thought i would introduce myself and ask for some opinions on what i should put on my car next performance wise cause im having a hard time deciding what to get first or if i should keep saving right now i have a lil over a grand to put in the car, all that i can tell it has is
Mopar Exhaust
K&N CAI
MPX Throttle Body
AGP WGA
Nice car man.
First of, like they said, get rid of the K&N CAI. The elbow is weak on the turbo and gets sucked into the turbo. Then you can say hello to new repairs. Then I would say resell the AGP WGA and get a Forward Motion WGA. The PTB will be less and it runs better. Get a 3" O2 housing from MaxFabb and a 3" Downpipe. That will help sound and free up power that is being restricted right now. That is a good start. Good luck.
Yea ive heard that about the K&N alot im going to get a bigger 3" any suggestions on wich one i should get? Also what kind of FMIC, i think thoose are the first two things im going to buy
how much money do you want to spend on the CAI?
the JMB ultimate air intake is by far the best intake on the market for the srt-4 ... it has the least amount of bends (better flow), it's 3", it's available in TONS off different finishes and it comes with a lightweight battery which shaves off ~15 pounds .... only "problem" is the pricetag - $340 ... check it out here:
if you don't want to spend that much money then get an injen or AEM intake - cold air or short ram will do the trick ... it's a matter of preference .... you can usually find them new for $150-200 or used in the FS section for as cheap as $50-100
also, the 2 best FMIC's on the market by far are the agp race fmic & the CTI fmic ... if you don't mind spending about $700 on your ic then get a CTI- it uses a huge core and it looks different (stands out) than any other FMIC on the market ... the agp race goes for $600 if i remember right ... then there's always the MPX fmic and ED (exhaust depot) FMIC that a lot of people seem to be happy with
the reason i say the agp race & cti are the 2 best FMIC's is due to the results of the FMIC shootout that was performed a couple years ago ... the cti & agp race came out on top, but the MPX and ED FMIC's weren't made yet so they obviously weren't tested
if you don't want to spend too much money on your FMIC then get an ebay one ... just make sure it's a bar & plate and NOT a tube & fin core ... i have an ebay bar & plate "huge" fmic on my car and it traps 117-118 on pump gas & street tires so i don't see the fmic limiting me at all
First of, like they said, get rid of the K&N CAI. The elbow is weak on the turbo and gets sucked into the turbo. Then you can say hello to new repairs. Then I would say resell the AGP WGA and get a Forward Motion WGA. The PTB will be less and it runs better. Get a 3" O2 housing from MaxFabb and a 3" Downpipe. That will help sound and free up power that is being restricted right now. That is a good start. Good luck.
x2 on the FM wga ... it's pretty crazy how differently the FM performs compared to other wga's on the market - more importantly how it can actually hold boost til redline
x2 also on the o2 housing (although it's a lot of work) and on the downpipe ... the stock turbo with just a wga, 3" o2, turboback exhaust, fmic and intake can get the car going pretty good
the reason i say the agp race & cti are the 2 best FMIC's is due to the results of the FMIC shootout that was performed a couple years ago ... the cti & agp race came out on top, but the MPX and ED FMIC's weren't made yet so they obviously weren't tested
see the bold ^^
let me see if i can find the thread to the shootout so you can see the results
Ok, I know there alot of you that are ready for some results, Let me say that we collected ALOT of data. Its going to take Dave a day or 2 to put everything together..
But, I can give you some initial info to wet your appetite...
All of the numbers here are PEAK hp numbers, there will be other things like power under the curve, spool up time, etc.. You'll be able to see that with the upcoming graphs...
We only had time to test 2 cars. 1 bone stock car and 1 stage 2 car with most of the bolts ons. The second car represents what alot of people have I would imagine, or close..
We had 5 intercoolers. Stock, CCA, CTI, AGP Race (full size), Spearco (Full size)
We only tested what we could get. You'll probably find alot of the other brands of intercoolers are one of the above anyways... Plus the range we had will represent pretty much the whole spectrum. What I mean is I doubt that theres any intercooler that flows more that the spearco, and I doubt anything will flow less than the CCA (yes, it flows less than the stocker). So If we didnt test your intercooler, it wont matter all that much. It will fall into the range we have here most likely.
We tried to keep the testing as fair as possible. Our dyno had the luxury of temperature and pressure probes, so we placed them before and after each intercooler, and it was all data logged. We also kept the tire pressure to 34psi, and we checked after every few runs so tire pressure would not skew the results. (The tire pressure goes up alot with temp, making HP numbers higher. I had to take out about 6psi total over the course of the test for just 1 car)
Ok, for a secondary flow test, we used a leaf blower and a low pressure gauge. This was an informal way to measure how well the core flowed... This is all from memory, but luckily I have a photographic memory The numbers are inches of water. The numbers themselves are not interesting; it’s the range between each that is interesting...
Higher is worse... (again, from memory, so may not be 100%)
CCA = 7.7
Stock = 7.2
CTI = 6.2
AGP = 6.0
Spearco 4.9
So you can see on the initial flow test the spearco flows quite abit more than the others. Which make sense as the spearco cores are know for excellent flow. Note, the CCA was worse than stock as far as flow...
Ok, Now for some Initial Dyno results.
Ok the Stock srt-4, they we're all pretty much the same, within a few hp up and down. I won’t bore you with any more details on this car because a large IC on a stock car is well, pointless from a performance standpoint. And we all pretty much guessed that even before the test.
Things got more interesting on Dave's Stage 2 Car (20psi of boost)
We had a maximum span of about 18whp, (253 to 269) up and down, with the stock intercooler in the middle. A surprise here was the superior flowing Spearco scored the worst HP wise (253hp) and the stock unit did well (260hp). Top honors went to the AGP unit at 269. The CCA and the CTI were in between 260 and 269. All pretty close with the exception of the Spearco.
Ok, I know this doesn’t sound right... We all thought the same.... as far as pressure drop and temp drop across the core; we did see a huge difference tho...
For example, the stock intercooler had an inlet temp of 190F and outlet of 135F Kinda hot... the CTI, CCA, AGP units had the same 190F coming in and around 50-60F coming out. The spearco was about 70F coming out. So you can see there were alot of differences in cooling performance.
As far as pressure drop, the CCA was the worse at around 3psi, the stock was around 2.5. The CTI and AGP were both close at about 1psi. and the spearco was about .5 psi. Again, rough numbers.
The issue we see is that the very good flowing intercoolers (spearco) didnt cool as well as the other because the air spends less time in the IC because its flowing so fast. Where as some of the more restrictive intercoolers cooled the air charge better because the air spends more time in the core. So you have 2 factors, Flow and Temp drop.
The interesting part was with the stock intercooler vs all others. Outlet temp on the 20psi car was 135F and all the other intercoolers were in the 50-70F range, so clearly the stock intercooler doesn’t have a large cooling capacity. Its quite small compared to the others. However the HP didn’t change all that much. Why? The car's ecu... We saw almost the same HP numbers with 50F air going into the motor as opposed to 135F air. Boost was not being altered as dave's car has a manual boost controller, and the inlet temps were all right around 190F. What happens is as the air gets colder the ecu adds more fuel. Very interesting indeed. If the incoming air got hotter or lasted for longer durations (Road Racing conditions) I'm sure power would fall off much faster using the stock IC.
My opinion is that the stock turbo just doesn’t have the airflow to really help a large IC. some small gains can be had, and if you were running in 90 degree heat the hp margin may have grown a little. A large IC does certainly drop the incoming temp buy a large margin. That is clear.. If you have control over the fuel system you would probably see a decent HP change with the large IC's and the much colder inlet temps. The ecu is pretty smart it turns out
Again, there are alot of outside factors that can change things. We did a test in a room with probably 60F heat. We also did not have time to test a large turbo car. This will be continued in a part 2. This is just a sample, Dave will have all the data posted in a day or so...
Side note, the Stock car had IC inlet temps around 130F, the stage 2 car had temps around 190F. the turbo is really being pushed at 20psi as you can see.
Conclusion., There was a huge difference in the pressure drop and temp drop of all the intercoolers, but there wasn’t all that much of a HP difference. On a hot day it would probably be easy to get the stock unit hot enough under roadrace conditions to cause the ecu to pull back power, Where as all the others dropped the temps quite dramatically. Basically keeping the ecu from dropping power from heat...
the best flowing IC was the spearco but at the same time it was the worst IC when it came to cooling .... the best all around, like i said, was the AGP race followed by the CTI .... also remember the CTI uses a tube & fin core so it's going to do better with 80-100 mile winds (on the street) than the "wind" on a dyno
willy (the owner) tends to cut locals breaks since we can go pick up the stuff ... but i don't think he'd give breaks on shipping stuff - atleast to my knowledge
willy's stuff as you can see is somewhat high priced but is worth every penny ... his work is top notch & honestly puts out the best stuff on the market
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Hey im new, need advice
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