Cobb Redline Intake and Intercooler Released

[jcfishel]

Does either the Cobb or PWR intercooler require trimming/relocating the air temp sensor/bracket like the PRL intercooler does?

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[Clark_Kent]

Does either the Cobb or PWR intercooler require trimming/relocating the air temp sensor/bracket like the PRL intercooler does?

The PWR intercooler is a direct bolt-on. No trimming, no relocating of sensors or hardware - nothing. COBB Tuning claims the same; however, I will defer to @gerryman81

 

[TheFactor]

cant beat the pricepoint of the non carbon version for what it is…

That’s exactly what I have the non CF and absolutely love it and like you said excellent price point which is the frosting on the cake. Love the secondary air duct I think it makes The whoosh whoosh even louder lol. That and a pretty big air box

 

[COBB Tuning]

These are both great looking pieces. The intake will require tuning as noted.

The only flaw I see is that that this intake does not have a secondary air inlet point and will be choked on applications beyond 400whp as have all others that lack a secondary inlet point. Of course, not everyone is worried about exceeding 400whp so this will be a non issue to many.

Thanks for the compliments on the aesthetics! We invested a tremendous amount of time and effort (approximately 2 years in total) in developing these components to harness all the power while maintaining CARB (50-state/California) compliance.

Good callout on the tune - yes, since the MAF housing is larger, you will need a specific calibration (we include both our Stage 1+SF and Stage 2 calibrations, for free on the AP, which were both validated over hundreds of hours of testing on the street and track).

With respect to the COBB intake having a flow limitation and limited power capacity - that's not accurate . We designed the box/MAF to be capable of supporting the highest HP FL5s/DE5s out there, at over 500 wHP. I suspect you'll see some documentation of that start to pop up very soon .

The extra inlet holes you're referring to on the PRL intake aren't necessary on our airbox. During preliminary designs, we flirted with the idea and went through a few iterations, but found it not only wrecked havoc with the MAF sensor due to turbulent airflow (especially when the radiator fans kicked on), but it also increased intake air temps, as it was drawing air directly off of a hot engine, thereby working against our intents to increase power. Additionally, it would have created a nightmare in securing our CARB EO. There was nothing to be gained by going that route.

With our intake and airbox design, we were able to develop a system that ultimately allowed the turbo to spool easier, smoother, and with less wear. Less wastegate position = less exhaust restriction = lower exhaust manifold pressure = more efficient engine operation and more power output. In the attached images, you can see the overlay of compressor inlet pressure and airbox pressure. Note, there were no calibration changes to the boost curve - it was merely scaled for the MAF sensor. The airbox pressure being closer to ambient helps the compressor inlet pressure.

Stock intake and airbox:

COBB Redline Intake and airbox:

I hope that info helps clear things up! We're going to have a blog post posted this week or next with all the technical info that the geeks will love. Let me know if you have any other questions!

- Matt @ COBB

 

[gerryman81]

Does either the Cobb or PWR intercooler require trimming/relocating the air temp sensor/bracket like the PRL intercooler does?

I only had to trim the 2 air deflectors on the inside of the bumper that route the air toward the intercooler. Those plastic pieces are also removable and easily replaceable since they are screwed on to the inside of the bumper. They cut pretty easily as well with scissors and you just need to trim them so they aren't smashed into the IC.

Didn't need to do anything to the air temp sensor mount. That stayed put but you did have to unhook the temp sensor from and flip it around to the front side of that peg.

 

[COBB Tuning]

Does either the Cobb or PWR intercooler require trimming/relocating the air temp sensor/bracket like the PRL intercooler does?

Hey JC,

Great questions!

You do not need to relocate the air temp sensor (Step 13 - Installing Intercooler).

You will trim the air deflector. It's not difficult, just a bit tedious (Step 1 - Trimming).

You can find our full installation instructions here:
https://cobbtuning.atlassian.net/wi...nda+Civic+Type+R+FL5+Acura+Integra+Type+S+DE5

Let me know if you have any other questions!

- Matt @ COBB

 

[TheFactor]

Thanks for the compliments on the aesthetics! We invested a tremendous amount of time and effort (approximately 2 years in total) in developing these components to harness all the power while maintaining CARB (50-state/California) compliance.

Good callout on the tune - yes, since the MAF housing is larger, you will need a specific calibration (we include both our Stage 1+SF and Stage 2 calibrations, for free on the AP, which were both validated over hundreds of hours of testing on the street and track).

With respect to the COBB intake having a flow limitation and limited power capacity - that's not accurate . We designed the box/MAF to be capable of supporting the highest HP FL5s/DE5s out there, at over 500 wHP. I suspect you'll see some documentation of that start to pop up very soon .

The extra inlet holes you're referring to on the PRL intake aren't necessary on our airbox. During preliminary designs, we flirted with the idea and went through a few iterations, but found it not only wrecked havoc with the MAF sensor due to turbulent airflow (especially when the radiator fans kicked on), but it also increased intake air temps, as it was drawing air directly off of a hot engine, thereby working against our intents to increase power. Additionally, it would have created a nightmare in securing our CARB EO. There was nothing to be gained by going that route.

With our intake and airbox design, we were able to develop a system that ultimately allowed the turbo to spool easier, smoother, and with less wear. Less wastegate position = less exhaust restriction = lower exhaust manifold pressure = more efficient engine operation and more power output. In the attached images, you can see the overlay of compressor inlet pressure and airbox pressure. Note, there were no calibration changes to the boost curve - it was merely scaled for the MAF sensor. The airbox pressure being closer to ambient helps the compressor inlet pressure.

Stock intake and airbox:

COBB Redline Intake and airbox:

I hope that info helps clear things up! We're going to have a blog post posted this week or next with all the technical info that the geeks will love. Let me know if you have any other questions!

- Matt @ COBB

Very nice combo ! What were the ambient and intakes temps you saw during your testing ?
I logged some with my PRL and I was pretty impressed. On the street spirited driving and heavy traffic.

 

[RODSCIVIC]

Thanks for the compliments on the aesthetics! We invested a tremendous amount of time and effort (approximately 2 years in total) in developing these components to harness all the power while maintaining CARB (50-state/California) compliance.

Good callout on the tune - yes, since the MAF housing is larger, you will need a specific calibration (we include both our Stage 1+SF and Stage 2 calibrations, for free on the AP, which were both validated over hundreds of hours of testing on the street and track).

With respect to the COBB intake having a flow limitation and limited power capacity - that's not accurate . We designed the box/MAF to be capable of supporting the highest HP FL5s/DE5s out there, at over 500 wHP. I suspect you'll see some documentation of that start to pop up very soon .

The extra inlet holes you're referring to on the PRL intake aren't necessary on our airbox. During preliminary designs, we flirted with the idea and went through a few iterations, but found it not only wrecked havoc with the MAF sensor due to turbulent airflow (especially when the radiator fans kicked on), but it also increased intake air temps, as it was drawing air directly off of a hot engine, thereby working against our intents to increase power. Additionally, it would have created a nightmare in securing our CARB EO. There was nothing to be gained by going that route.

With our intake and airbox design, we were able to develop a system that ultimately allowed the turbo to spool easier, smoother, and with less wear. Less wastegate position = less exhaust restriction = lower exhaust manifold pressure = more efficient engine operation and more power output. In the attached images, you can see the overlay of compressor inlet pressure and airbox pressure. Note, there were no calibration changes to the boost curve - it was merely scaled for the MAF sensor. The airbox pressure being closer to ambient helps the compressor inlet pressure.

Stock intake and airbox:

COBB Redline Intake and airbox:

I hope that info helps clear things up! We're going to have a blog post posted this week or next with all the technical info that the geeks will love. Let me know if you have any other questions!

- Matt @ COBB

When can we expect that CARB EO to come out? Is your tune the only one recommended for this intake? Meaning, will a @Hondata tune also work?

 

[gerryman81]

Hey JC,

Great questions!

You do not need to relocate the air temp sensor (Step 13 - Installing Intercooler).

You will trim the air deflector. It's not difficult, just a bit tedious (Step 1 - Trimming).

You can find our full installation instructions here:
https://cobbtuning.atlassian.net/wi...nda+Civic+Type+R+FL5+Acura+Integra+Type+S+DE5

Let me know if you have any other questions!

- Matt @ COBB

On my install I didn't need to trim the lower air deflector, that might be specific to the Type S. Mine fit fine in the FL5 without having to do anything there.

I did have to trim the 2 inner bumper pieces though that I mentioned in my previous post.

 

[Two Step Performance]

Thanks for the compliments on the aesthetics! We invested a tremendous amount of time and effort (approximately 2 years in total) in developing these components to harness all the power while maintaining CARB (50-state/California) compliance.

Good callout on the tune - yes, since the MAF housing is larger, you will need a specific calibration (we include both our Stage 1+SF and Stage 2 calibrations, for free on the AP, which were both validated over hundreds of hours of testing on the street and track).

With respect to the COBB intake having a flow limitation and limited power capacity - that's not accurate . We designed the box/MAF to be capable of supporting the highest HP FL5s/DE5s out there, at over 500 wHP. I suspect you'll see some documentation of that start to pop up very soon .

The extra inlet holes you're referring to on the PRL intake aren't necessary on our airbox. During preliminary designs, we flirted with the idea and went through a few iterations, but found it not only wrecked havoc with the MAF sensor due to turbulent airflow (especially when the radiator fans kicked on), but it also increased intake air temps, as it was drawing air directly off of a hot engine, thereby working against our intents to increase power. Additionally, it would have created a nightmare in securing our CARB EO. There was nothing to be gained by going that route.

With our intake and airbox design, we were able to develop a system that ultimately allowed the turbo to spool easier, smoother, and with less wear. Less wastegate position = less exhaust restriction = lower exhaust manifold pressure = more efficient engine operation and more power output. In the attached images, you can see the overlay of compressor inlet pressure and airbox pressure. Note, there were no calibration changes to the boost curve - it was merely scaled for the MAF sensor. The airbox pressure being closer to ambient helps the compressor inlet pressure.

Stock intake and airbox:

COBB Redline Intake and airbox:

I hope that info helps clear things up! We're going to have a blog post posted this week or next with all the technical info that the geeks will love. Let me know if you have any other questions!

- Matt @ COBB

Hi Matt! We can all appreciate involvement from any of the manufacturers in our community, thank you for that. Bonus points for sharing real data!

If you’d like to demonstrate the lack of a need of a secondary inlet, the test is simple. We’d just need to see a high output FL5 or DE5 (400whp would be the low end here) tested with the hood open and again with the hood closed - and then compare the results. If Cobb has managed to avoid a notable drop in power without a secondary inlet, awesome!

If you really want to put it to the test I’d be happy to try it out on our in house FL5 which currently produces ~570whp. Feel free to DM, or Adrian has our information on file. Thanks!

 

[TheFactor]

Hi Matt! We can all appreciate involvement from any of the manufacturers in our community, thank you for that. Bonus points for sharing real data!

If you’d like to demonstrate the lack of a need of a secondary inlet, the test is simple. We’d just need to see a high output FL5 or DE5 (400whp would be the low end here) tested with the hood open and again with the hood closed - and then compare the results. If Cobb has managed to avoid a notable drop in power without a secondary inlet, awesome!

If you really want to put it to the test I’d be happy to try it out on our in house FL5 which currently produces ~570whp. Feel free to DM, or Adrian has our information on file. Thanks!

 

[SBX Performance]

Thanks for the compliments on the aesthetics! We invested a tremendous amount of time and effort (approximately 2 years in total) in developing these components to harness all the power while maintaining CARB (50-state/California) compliance.

Good callout on the tune - yes, since the MAF housing is larger, you will need a specific calibration (we include both our Stage 1+SF and Stage 2 calibrations, for free on the AP, which were both validated over hundreds of hours of testing on the street and track).

With respect to the COBB intake having a flow limitation and limited power capacity - that's not accurate . We designed the box/MAF to be capable of supporting the highest HP FL5s/DE5s out there, at over 500 wHP. I suspect you'll see some documentation of that start to pop up very soon .

The extra inlet holes you're referring to on the PRL intake aren't necessary on our airbox. During preliminary designs, we flirted with the idea and went through a few iterations, but found it not only wrecked havoc with the MAF sensor due to turbulent airflow (especially when the radiator fans kicked on), but it also increased intake air temps, as it was drawing air directly off of a hot engine, thereby working against our intents to increase power. Additionally, it would have created a nightmare in securing our CARB EO. There was nothing to be gained by going that route.

With our intake and airbox design, we were able to develop a system that ultimately allowed the turbo to spool easier, smoother, and with less wear. Less wastegate position = less exhaust restriction = lower exhaust manifold pressure = more efficient engine operation and more power output. In the attached images, you can see the overlay of compressor inlet pressure and airbox pressure. Note, there were no calibration changes to the boost curve - it was merely scaled for the MAF sensor. The airbox pressure being closer to ambient helps the compressor inlet pressure.

Stock intake and airbox:

COBB Redline Intake and airbox:

I hope that info helps clear things up! We're going to have a blog post posted this week or next with all the technical info that the geeks will love. Let me know if you have any other questions!

- Matt @ COBB

Thanks for breaking down the design and confirming it’s not flow restricted. Always good to clear up any of the rumors out there. I really respect the fact that you spent a couple of years testing different setups before settling on this design it shows you took the time to do it right. There are a lot of ways to approach an intake and intercooler, but you clearly put the work in to make something that balances performance and reliability. Much respect, and congrats on the release! Can't wait to see the data your're releasing to back up this info.

 

[TheFactor]

Thanks for breaking down the design and confirming it’s not flow restricted. Always good to clear up any of the rumors out there. I really respect the fact that you spent a couple of years testing different setups before settling on this design it shows you took the time to do it right. There are a lot of ways to approach an intake and intercooler, but you clearly put the work in to make something that balances performance and reliability. Much respect, and congrats on the release! Can't wait to see the data your're releasing to back up this info.

X2 Really looking forward to some data for their hard work and confirmation. Who knows if it’s better then my PRL as they say I might be a player

 

[Mackie99]

That looks great. Don't trip about a secondary air inlet. My eventuri doesn't have it and I'm closer to 500 then 400 and my car rips lol

Id believe that. Ive seen the tiny PRL lower (2nd) intake and would hardly think that would make any beneficial difference to performance when moving and on the throttle.

 

[Tougefl5]

Id believe that. Ive seen the tiny PRL lower (2nd) intake and would hardly think that would make any beneficial difference to performance when moving and on the throttle.

I looked at every dyno video on youtube There's not one car that has the hood closed lol

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