[skim7x]

Originally Posted by Zeph

I think an important part of the comparison is going to be weight. Most FMIC's available for our cars are going to have VERY similar test results as far as temperature goes. There might be some sort of flow differences depending on end tanks and connectors, but I am not really sure how to measure that. There also will be differences in pressure drops. I think one of my biggest issues is buying the large FMIC's that weigh alot more, unless you are running about 600RWHP+ and need the size. The stock FMIC is the lightest by far I am sure, but not worth it for it's cooling effect (or lack there-of). Consider:

How much power are you running, or planning to run in the near future?
Do you plan to upgrade any piping in your intake system, such as using larger pipes (ie AMS works up to 3" piping).

If you are buying a HUGE FMIC that requires removing 1/2 of your front bumper and the entire support brace across the bottom front, that weighs a metric ton, just so you can run 400 RWHP then you are just adding dead weight to the car. Also larger can mean it takes longer to cool back down between runs... Plus do you want the air to hit square end-tanks and bounce off of welded corners trying to get through the FMIC?

I agree... the HPF looks awesome if you are really going to go get those 500-600rwhp figures... but for most of us who are content with the 400rwhp range, I'd say less trimming and a lighter FMIC that will do an adequate job will be enough...

[ridin135]

I have helix and it is an awesome intercooler. But if I was shopping now I would definatly pick up the hpf intercooler. There wont be any noticlbe lag if you are going with a tune alongside of it and it is always better to have something that will support higher power if the need ever arises. I was always one to say I was fine stock, then I was fine with just a tune, and now I am fully modded. So there will always be the knack for more power if it is easly attainable.

[marcel b]

Originally Posted by TTurboBullett

this is entirely not true, you never want to expand a pipe (as the factory system does to 2.4") then bottleneck it down(to less than 1.8"), not once but twice. All turbos start on the exducer with a small crossection on the outlet tube then gradually increase in size> optimum as studied by garrett is to enlarge the charge tube after the exducer at a 12 degree angle up to the desired size pipe that will flow your target airflow.(this increase in size after the exducer has the same effect a larger downpipe has on the exhaust side) any restriction or impedence in the system causes pumping losses on the turbo and directly lessens the compressor efficiency. all of these pumping losses add up and lead to less power and a less efficient system. the factory turbos are already being pushed to the max why make it even harder on them?

I tend to agree to this. A lot of established companies say the standard couplers are restrictive, and the replace the couplers (I guess they do not do this for fun), but since HPF says it is not restrictive a lot of guys here say they are not restrictive because HPF says so, and they are an established and known company.... So what are AMS, ETS, Helix, Sparco, etc etc? To be clear, I have nothing against HPF, they make amazing products, but so do a lot of other companies here.
I would love to see a comparison

[e.n335]

Originally Posted by Alpina_B3_Lux

I have the Code 3 Performance / Spearco on my car (with a tune) but had it also for several hundred kilometers with the stock boost levels. I did not notice any increase in turbo lag during that time.

Alpina_B3_Lux

Same here, drove ~ 2000 km with stock boost as well. No turbo lag increase.

Cheers,
Eugen