Performance increase: 15-17 HP, 15-18 foot-pounds
Available in both glossy and matte finishes.< /span>
*Images show our optional carbon engine cover.
The GR Corolla Eventuri system uses our patented carbon fiber housing that provides an aerodynamically efficient airflow path from filter to turbo. Not just another conical filter with a heat shield, but a unique design that recalls the Venturi effect and maintains laminar flow conditions to reduce drag on the turbo.
Performance increase: 15-17 HP, 15-18 foot-pounds
Available in both glossy and matte finishes.< /span>
*Images show our optional carbon engine cover.
The GR Corolla Eventuri system uses our patented carbon fiber housing that provides an aerodynamically efficient airflow path from filter to turbo. Not just another conical filter with a heat shield, but a unique design that recalls the Venturi effect and maintains laminar flow conditions to reduce drag on the turbo.
The GR Corolla intake system follows our GR Yaris system, developed through extensive temperature, flow and dynamometer data logging. As this is a turbocharged engine, heat and volume were the main considerations during development. This intake system has been developed to deliver the highest possible flow while maintaining the lowest possible intake temperatures. Every component has been designed to provide a smooth, free-flowing path for the turbo. By ensuring a sealed system, we have improved on the OEM airbox IATs, while increasing the internal volume to reduce pressure drop and therefore reduce turbo pumping losses. This allows the turbo to operate more efficiently and therefore reaches maximum boost sooner to produce a net performance gain.
The filter itself has an external diameter of 210mm or 8.3" with a filtration surface area of over 130,000mm^2. The patented venturi housing has been designed to provide the maximum internal volume possible for the GR Corolla and provides laminar flow to the turbo pipe.
Dynamometer Testing
Our GR Corolla intake has been independently tested by several reputable tuners. The first dynamometer plot is from Limit1 in the USA. Several runs were done with the OEM airbox to get a repeatable result and then again with the Eventuri intake. The tests were done on the same day back to back. The results show an increase in torque and power across the entire rpm range, not just at the top end, which is why the car feels more responsive and is able to accelerate through the gears quicker.
Dynamometer results summary
The second set of results are from Paragon Performance, also in the US, who tested the intake versus the stock airbox on the same day using 91 octane fuel. The systems were tested multiple times on a dynamometer jet in both configurations to get a repeatable result. In this case the intake addition reaches the load limit and the ECU closes the throttle to bring the load back after 6600 rpm. This only happened on the dynamometer and not on the road. All dynamometer tests were performed with the standard control unit software.
Intake air temperature
Since our intake system does not take air from the engine compartment area, unlike the stock airbox, the intake air temperatures are also lower, which partly explains some of the performance gains shown above. The logs below show the temperatures at the intake and also after the intercooler. As you can see, there is a measurable difference in temperatures at both locations. This once again proves that the intercooler will only cool the air proportionally and the temperature of the air entering the intercooler will affect the temperature leaving the intercooler. 0px;font-family:Montserrat;font-size:14px;color:#202020;background-color:#ffffff;">The Eventuri GR Corolla intake system is made up of a series of components designed to perform a specific purpose and manufactured to the highest standards. We use 100% pre-preg carbon fibre with no fibreglass, which means we can achieve a smooth internal surface to maintain a smoother airflow. Here are the details for each component and the design ethic behind them:
Each intake system consists of:
FILTER HOUSING ASSEMBLY
The filter housing consists of our custom made 2nd generation filter, aluminum inlet bonnet, stainless steel bracket and integrated MAF section. The carbon pod wraps around the reverse mounted filter and gently shapes the airflow to the MAF section which then connects to the rear inlet pipe. This changes the flow path from the OEM airbox where the airflow enters the front of the airbox, changes direction 90 degrees to pass through the panel filter and then changes direction 90 degrees again to pass through the MAF section. Our system is much more direct with the airflow entering the front of the filter housing and moving into the MAF section without any abrupt changes in direction. The result is a smoother path from the filter to the turbo inlet pipe and therefore the turbo is able to operate with less resistance.
CUSTOM CONE FILTER
To achieve the highest possible flow rate we have used our largest filter which has an outside diameter of 210mm or 8.3" and when flow tested with a 4" opening housing it is capable of flowing up to 940 CFM at 28" H2O. The filter media is ISO tested to ensure the filtration is in line with OEM standards and is also dry. The filter is constructed with our signature flow cones to aid in the Venturi housing principle.
PATENTED TECHNOLOGY
Our patented filter housing has a uniform reduction in cross-sectional area as it wraps around the filter and tapers towards the tube. This geometry is reminiscent of the Venturi effect where the airflow accelerates while maintaining laminated conditions. It can be thought of as a large velocity stack - below is a diagram to show how our patented design compares to a typical intake system. Our custom filters help the airflow move through the housings and allow for a smooth velocity profile as the airflow exits the housings. Further details can be read on the Technology and Filters pages.
The duct feeds the filter housing with ambient airflow from the front bumper/grille section. We kept the volume as large as possible all the way to the front of the engine bay and de-limited the front of the duct by creating an opening just behind the bumper where the hood would close. This area of the engine bay stays at ambient temperature while the car is moving with the help of our additional scoop and so the intake is able to draw air without being limited to the small opening on the cover panel. We did not extend the duct to the other side of the engine bay to use the second opening in the grille simply because of the sharp flow angle and the restriction in the space between the engine and the hood latch. Additionally, using the second opening would prevent cold air from entering the engine bay to help reduce overall heat absorption. Finally, the duct seals against the filter housing with an expandable rubber gasket that allows the filter housing to move with the engine without drawing in hot air.
REAR PIPE AND EPDM JOINT
The rear pipe has been developed using extensive CFD modelling to remove turbulence and maintain the smoothest path possible. The OEM rear pipe has a sharp internal bend radius and at high flow rates, this can cause unwanted turbulence which can impact turbo efficiency. Several designs were tested to arrive at the most optimal shape which we then fabricated from high temperature carbon fibre. We redesigned the rear pipe to allow for a smoother bend which also allowed for a more optimal positioning of the filter housing. The connection between this pipe and the filter housing is achieved with a custom EPDM joint that allows for vibration and engine movement.
FRONT AIR INTAKE
The final component is a front vent that sits behind the grille to direct ambient air up into the trim panel opening. This helps keep IATs low while the car is moving.
