"sHoW uS tHe dYno gRaphS!"...well, OK.

OK, enough is enough.

It's been almost 3 years since we dyno tested our final prototype Intake Manifold for the G16E-GTS, so now that the success of the manifold and it's performance has been verified by customers and workshops all over the world, we think it's time to spill the beans.

THE CAR: The test car was an Australian delivered Toyota Yaris GR (gen1)....yep, back when they were $39,990AUD drive-away! What a time to be alive.

THE MODS: Performance-wise, the car was only fitted with a Motec plug-in ECU. This ended up being a huge help in data analysis during & after testing. Otherwise, the car was completely stock aside from suspension modifications.

DID THE CAR LEAVE THE DYNO? No. The car went on the dyno with OEM intake manifold, was strapped down and performed a number of baseline runs. The car remained strapped to the dyno whilst we swapped over the intake manifold, performed a leak test & then was run up a number of times whilst monitoring the data through the Motec for safety.

All runs were performed in Front Wheel Drive mode.

DID WE TICKLE THE TUNE? No. The ECU was left in closed-loop fuel control to hit the AFR targets and we monitored the runs live through the Motec software, while the dyno operator did his thing.

"Please don't explode..."

THE RESULTS:

The results were very impressive for a true bolt-on item, with no CEL issues. We saw an 11% increase in peak torque and a 7% increase in peak power, with peak torque achieved much earlier in the RPM, compared to the OEM Intake Manifold.

SUCCESS!

Now that we have released this information, no doubt the naysayers will pick on something else. But as the cool kids say; IYKYK 😉

As always, if you have any questions you can reach out through email or socials and we will do our best to assist. Happy modifying! Mark Weldspeed Sales & Media