*Some images shown with optional carbon engine cover, available separately.
Performance increase: 17-20 HP, 11-20 foot-pounds
Compatibility: Toyota Supra MK5 B58 3.0
The MK5 Supra Eventuri intake has been developed to provide the turbo with a less restrictive flow path while maintaining low inlet temperatures. Heat and volume are the main considerations when designing an intake for turbocharged engines. In the Supra, the intake system is positioned next to the exhaust manifold, which quickly heats the engine compartment.
*Some images shown with optional carbon engine cover, available separately.
Performance increase: 17-20 HP, 11-20 foot-pounds
Compatibility: Toyota Supra MK5 B58 3.0
The MK5 Supra Eventuri intake has been developed to provide the turbo with a less restrictive flow path while maintaining low inlet temperatures. Heat and volume are the main considerations when designing an intake for turbocharged engines. In the Supra, the intake system is positioned next to the exhaust manifold, which quickly heats the engine compartment.
High temperatures are detrimental to engine performance as the turbo is expected to create boost with heated, less dense air and so the only way to ensure IATs are kept to a minimum is with a fully sealed intake. This however results in a restriction with only one stock air feed to draw air from. During development we noticed an additional opening in the wheel arch area and took advantage of this by adding a secondary feed to our airbox. Additionally, our sealed airbox also has a gold reflective heat shield to minimize radiative heat transfer from the exhaust manifold. To maximize volume, we made the airbox as large as possible with a recess for potential strut braces. The stock convoluted intake tube is replaced with a smooth carbon tube that also has a larger internal volume with an initial internal diameter of 111mm (4.4") that tapers gently downwards to match the turbo inlet. The tube provides a smooth path from the filter to the turbo inlet. Finally we use a custom high flow dry filter that is ISO tested for filtration performance and has a larger filtration area than the stock filter.
Dynamic Testing
Our intake was independently tested by a US tuner on a Supra with a downpipe and tune. The tests were run back-to-back on the same day, with only the airbox replaced for our intake system. As you can see, there is a performance gain across a large portion of the rpm range, with some areas showing a gain of over 20hp. This is the result of reducing intake path restrictions while maintaining low intake temperatures while maintaining a completely sealed system.
Dyno testing an open cone system with the hood open will yield gains, but once on the road with the hood closed, heat absorption will cause significant damage to power with the open cone sucking in hot air, which is a significant issue on the Supra since the intake is directly next to the exhaust manifold and turbo. With a higher temperature of air that is less dense, the turbo will not produce as much boost, resulting in reduced power. Also, once the car accelerates and the open cone intake has sucked out the hot static air present, it will continue to suck in the heat generated by the engine and turbos as they spool up. With the engine under load and accelerating, turbos produce a lot of heat, which can also be seen with the hot sides glowing red. That's why we designed our system to be completely sealed.
Another dynamometer test was carried out in the UK by Evolve Automotive with a downpipe and stage 2 tune. This dynamometer graph shows the difference between a completely stock Supra, then with the stock airbox, downpipe and stage 2 tune, and finally with the Eventuri, downpipe and stage 2 tune. All tests were carried out with the bonnet off. closed.
The Eventuri MK5 Supra 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:
Double carbon fiber airbox power
Made of fiber pre-preg carbon, the airbox has two purposes: to seal the filter from the heat of the engine bay and to provide a dual supply of cold air. Since the airbox is positioned next to the exhaust manifold, it is crucial that the filter is completely sealed, so we designed the airbox to encapsulate the filter while providing a large internal volume. To seal the intake pipe we designed a laser-cut plate with a rubber sealing strip that attaches to the airbox. The intake pipe passes through the plate and the rubber seal ensures that hot air does not enter the airbox. To further reduce heat absorption, there is an additional heat shield with a gold reflective layer on the side of the exhaust manifold that effectively combats radiant heat transfer.
Having a completely sealed airbox comes with the problem of having a restriction on the cold air supply. The stock airbox draws air from a single duct that extends all the way to the front bumper area. During development we identified another area to draw cold air from, which was a gap between the wheel arch and the frame where the airbox sits. To utilize this feed we extended a scoop at the rear of our design that protrudes into the wheel arch and can also be seen after installation behind the front wheel. This second feed allows the turbo to draw from a larger area, therefore reducing restriction. As the scoop extends into the wheel arch area we also incorporated an internal splash guard to deflect water from the filter. The animation below shows both feeds and also the internal splash guard.
Our final consideration was for race applications where our optional headlight duct is used for maximum cold air flow. We have incorporated a removable panel on the headlight-facing side of the airbox so that when the optional ducting is used, this panel can be removed for another direct feed of cold air to the filter.
Carbon inlet tube
The stock inlet pipe has a flexible, convoluted section to provide movement to the engine. However, this also adds the possibility of turbulence in the flow path as there are more faces that can cause swirl. We replace this with our carbon pipe which is smooth and also has a larger internal volume. Unlike most aftermarket intakes, we have maximized the size of our intake pipe, the OEM inlet pipe has an internal diameter of 80.8mm or 3.2" at the filter end. Our pipe has an internal diameter of 109mm or 4.3". This equates to a massive 82% increase in cross-sectional area over stock. The pipe tapers gently towards the stock turbo inlet to ensure the airflow remains as laminar as possible. The hose also has a CNC machined fitting for the temperature sensor and vent adapter.
Custom made cone filter
Our cone filter is made of a double layer non-woven mesh material and is ISO tested to ensure the filtration is up to OEM standards. The filter is cleanable and very stable at high temperatures with the urethane base material. The filter incorporates an internal flow guide cone to help the airflow converge while reducing the possibility of a stagnation point in the center of the filter space. The filter media has a significantly greater surface volume than the stock panel filter.
