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Old 12-06-2012, 02:41 PM   #76
SW00P_G
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You can see even in this lower power testing that the manifold was just starting to work. It just needed to be revved higher.
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Old 12-06-2012, 03:39 PM   #77
xdrian
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I have an cosworth manifold here. If someone can get me an adapter plate for a drive by cable throttle body, I can throw it on and get some comparison data
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Old 12-06-2012, 06:44 PM   #78
SW00P_G
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^ ROFL, geez if anyone could REALLY use one!

Try talking to THIS guy. He's got something rigged up on his.
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Old 12-06-2012, 11:38 PM   #79
stretchedk7
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Quote:
Originally Posted by Clark Turner View Post
Yeah. 600+. At 700whp with good heads and cams, power can be made out to 8500 on the 2.5 with the manifold. At that rpm, the gains are huge.
I believe it Clark. Personally I think on a 700 whp car the gains would be closer to 70 whp or more past say 6500 rpm but didn't wanna post that! Sounds crazy but these things flow well up top.
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Old 12-07-2012, 02:49 AM   #80
banny sti
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This is mine









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Old 12-07-2012, 09:59 AM   #81
xdrian
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Quote:
Originally Posted by banny sti View Post
This is mine









where did you get that done? how much etc..
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Old 12-07-2012, 10:53 AM   #82
wrxsubiemod
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Does the hood close with the IAC? I know this way you'll have to do the ac delete. Thanks
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Old 12-07-2012, 02:24 PM   #83
banny sti
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Im in the UK and my tuner did during the engine install, bonnet closes perfectly not catching at all
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Old 08-31-2013, 02:24 PM   #84
user1029
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bump

any further testing?
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Old 08-31-2013, 02:32 PM   #85
Clark Turner
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I have tested dozens of them now. Not recommend for street cars under 7000 rpm or 500hp. The loss in midrange power can be huge. Back to back testing on a GT35R was almost a full 1000 rpm later trq peak. Under 5000 rpm cars loose huge power and trq. Gains are 6500 and up for drag or high rpm setups. Road racing or drag racing? The manifold will help. Street? Forget it.
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Old 08-31-2013, 03:20 PM   #86
TDagen
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Quote:
Originally Posted by Clark Turner View Post
I have tested dozens of them now. Not recommend for street cars under 7000 rpm or 500hp. The loss in midrange power can be huge. Back to back testing on a GT35R was almost a full 1000 rpm later trq peak. Under 5000 rpm cars loose huge power and trq. Gains are 6500 and up for drag or high rpm setups. Road racing or drag racing? The manifold will help. Street? Forget it.
Very interesting!
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Old 08-31-2013, 04:38 PM   #87
user1029
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Great insight indeed

Although I have 35R, PnP heads, Kelford 272s, +1mm bigger valves, I will stick with the stock IM since 99.9% of my driving is on the street
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Old 03-28-2014, 06:21 PM   #88
user1029
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Not the exact ideal comparison due to differences in boost that was negated by differences in temperature but you get the idea :tup:

Driving impressions after Cosworth IM:

1. Turbo spool sounds 25% louder

2. Drives like stock at part throttle just like before.

3. Yes, the lag is definitely noticeable at WOT tip-in but it is not a deal breaker at all. The fact that I went with an HTA86 turbo, big heads/valves/cams already means that I am too far gone at trying to hold on to any low end. Might as well make the most of the top end!

4. The top end, oh yes the top end Basically I picked up 23-26whp/11wtq at every single rpm after 4500rpms according to the dyno graph. The top end is just downright BRUTAL now :tup:

5. Would I recommend the Cosworth IM? I would ONLY advise it to people with turbos at >70lb/min + headwork + running >30psi AND who operate at high rpms for lengthy periods (road racing or drag).

__________________________________________________ ________________

This is the interesting graph on straight 93 octane, boost is the same but varied greatly on ambient temperatures.



Impressions:

1. Even at 25psi, the Cosworth IM is still not able to "wake up". There are huge losses of power down low and shifting of the curve to the right.

2. I wouldn't say I lost power with the Cosworth IM because you have to account for the temperatures differences in the tunes but certainly the benefits of the Cosworth IM on low boost are marginal at best.

3. The OEM STi manifold is fantastic and I would recommend keeping it if you are not building a drag/road racer.



My mods for reference:
IAG V-band rotated turbo kit
- HTA86 0.82 Tial V band housing
- IAG FMIC kit with Spearco core and bumper beam
- IAG 4" Intake
- IAG V-band Uppipe
- IAG V-band Catless Downpipe
- Tial 44mm External Wastegate with open dump
- GT Spec Equal Length Headers V-band with Uppipe
- Harman Motive Catback Exhaust
- Aquamist HFS-6 running Boost Juice (50% methanol/50% water)
- Injector Dynamics 2000cc injectors
- Aeromotive 340lph Fuel Pump
- Aeromotive Fuel Pressure Regulator
- IAG Fuel Rails
- Grimmspeed Electronic Boost Control Solenoid
- Grimmspeed Thermostat
- Mishimoto Radiator
- Tial Q BOV
- LFR7AIX Spark Plugs
- IAG Catchcan
- Stock Air Pump deleted
- IAT sensor and 4 Bar MAP sensor
- Cobb Accessport Speed Density protuned by Jorge

IAG Stage 2 Bottom End (25,000 DD miles and counting... Built by Artie at IAG)
- Manley Platinum Series 99.5mm Piston Set
- Manley H-Beam Rods
- ACL Main and Rod Bearings
- OEM Nitrided Crank
- OEM 11mm Oil Pump
- Killer B Oil Pickup with Baffle
- Gates Racing Timing Belt Kit
- 12,000mile/1year warranty

IAG Stage V Heads (25,000 DD miles and counting... Built by Artie at IAG)
- Flipped Cosworth Manifold with retained Air Conditioning
- ARP2000 Head Studs
- OEM Headgasket
- Manley Extreme Duty 33mm Exhaust Valve Set
- Manley Race Flow 37mm Intake Valve Set
- Manley Valve Spring and Retainer Kit
- IAG Stage V headwork with Multi Angle Valve Job/Port&Polish
- Kelford Dual AVCS 272/268 11.30/11.50mm Lift Street Cams
- Cosworth Phenolic Spacers
- IAG TGV Deletes
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Old 03-28-2014, 08:41 PM   #89
A-man07
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Great that you updated the thread with your results. Also good to have this truly great thread bumped that contains comments from some of the best ever Subie tuners in this country.
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