DP or FMIC next?
 

So today I installed CP-E hpfp. which if you have sigs off leaves me with Intake, Inlet, Race Pipe, Catback as far as hp mods. Fuel Pump, Rear motor mount as supporting mods. and some other crap,..uh eibach prokit, rsb, etc.

anyways I am looking for either a cp-e catted downpipe or either cp-e fmic or corksport. (yes i am picky)and no i have no tuning solution yet although am also looking for sb. Just curious if anyone has any input on if i should go fmic or catted dp next
also i normally hate these threads but fuck it i can't decide

If u have a TP alreday, I would go w/ the FMIC. Lower bat's and no heat soak will def help

go cs dp open up that exhaust!!!!!!!!!!

I vote fmic for reasons stated by dsit995

I thought DP and Intake were the first two mods period for the Speed 3.

i refused to go downpipe and fmic before fuel pump, just me tho. thanks so far guys for posts the poll is 50/50 still lol

Fmic. Even with the extra power from the dp it wont be there if the tmic is on fire

DP.. no question asked.. as long as you actually want to go faster.. FMIC is more for consistency. Lots of guys have pushed good numbers with the stock TMIC.. I still think its a POS, dont get me wrong, but if i had to choose one or the other.. DP > FMIC

I have a 5000 mile used CP-E catted downpipe that I may never put on my car... make me an offer. catted and wideband bung I believe.

^ i pm'd you

I'll just throw out the benefit of each piece (and i voted for intercooler cause stock IC is shit, and these cars are already knock happy):

DP:
turbos operate off pressure differentials, both on the compressor and the turbine. When your running a 2:1 pressure ratio on your compressor (~15psi boost), you often times are running even more on your hotside (depending largely on a/r and flow characteristics), so let's pretend, purely for examples sake, that your hotside is operating at 3:1 (just to exaggerate the benefits).

This means that your exhaust mani pressure is 3x more than your cat back pressure (just down stream from the turbo). So if your cat back pressure is like 10psi (again, exaggerating to show benefits), that means you have 30psi in the exhaust mani. This is far from ideal, and leaves a lot of excess exhaust in your combustion chamber prior to the next intake event. But if you drop your catback pressure down to 5psi from 10... All the sudden your exh mani pressure has dropped from 30psi to 15psi (still 3:1). That's huge, and will surely show up as better VE of the motor.


But... lets look at the intake side of the engine. Your already mildly bolted, and our car's come fitted with a turbo that is on the brink of exhaustion in stock form. IMO, half the reason the throttle closes and power drops on a stock tune above 5700rpm is simply cause the turbo is straight up dangerous above those levels. At increased boost and with even just a few flow bolt-ons (intake, tip, tp, etc), the turbo is spraying alot of hot air in the upper rpms. This hot air makes the car knock happy, and really requires some sort of tuning solution to mitigate it and keep things safe. So basically from a safety performance perspective, keep a lil bit of reversion (which actually reduces chance for knock to some extent, at least slowing flame speed) and reduce the temps of your intake charge, reducing chance for knock.



fmic.

djuosnteisn, that was very well said in lay-mans terms, and i thank you. I am new to fi cars and while exaggerated (as u said) that is a very good explanation!

yeah one other benefit i missed about the upgraded IC is that it reduces the "pressure drop" from the outlet of the compressor to the intake mani. Essentially, it means your turbo has to work less to develop a given boost in the intake mani.

Say your stock tmic drops 5psi, and you run 15psi of boost in manifold. That means your turbo has to create 20psi of pressure, and that's hard on a lil k04. But if you new IC only drops 2psi, you've just reduced the amount of boost your turbo has to create by 3psi (20 down to 17), and that means your turbo doesn't have to work as hard, so the turbine pressure ratio (which i discussed above) drops a bit, and it overall efficiency of the motor increases.

well my opinion would be biased if I said dp, lol. But I kinda agree with dj.

I assume you would experience more lag with a FMIC but I guess its offset by the lower BAT's....?

Lag isnt' that big of a deal really. Motor is moving so much cfm that adding a lil more piping & a bigger core doesn't really contribute much. I just went to a treadstone tr10 that's efficient to 600hp, and my lag increased at most by half a second (according to the very rough calculations).

I did both at the same time but I would choose fmic first if I had to take one. The car shouldve come stock with one. Mazda ftl.

Are the Speed6 and Speed 3 Identical when it comes to intake and exhaust mods?

different exhaust. Ms6 has a drive shaft and transfer case that get in the way of exhaust routing.