Let me know if these first mods are solid

[Cueyo]

I've seen PRL hate in multiple threads on this forum. Is there something specific that people dislike, or is it just brand preference?

I like the hate because it makes me chuckle

Also 2nd on that part where people wanna be different. PRL is like the Walmart of the FL5 modding world. Generic, does it's job well for the price paid, isn't expensive.

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[Sateen2125]

Buy what you want or what you can afford. Everyone has their preferences but research cause you don’t like what you get now, you’re just spending more in the long run.

 

[MooMoo]

I like the hate because it makes me chuckle

Also 2nd on that part where people wanna be different. PRL is like the Walmart of the FL5 modding world. Generic, does it's job well for the price paid, isn't expensive.

I see PRL as the Harbor Freight of the FL5 world vs walmar.

They have some good products you just have to know what to buy.
I have the intake as many do and its excellent, zero complaints what so ever and does not cost $1800 and does the exact same thing just does not look as pretty. They make some other decent products too but some have had issues.

I think a lot look down on it because its cheaper, its not even cheap cheap but its way cheaper than premium brands.
I honestly hate they put the giant logo everywhere and generally steer into a different product but a lot of their stuff is actually pretty good.

 

[Sketchyatbest]

I agree and with the custom tune it's going to be a beast

 

[zumbooruk]

For me there were few other "must haves"

DCS suspension controller (transformed the ride, I keep in comfort, and it automagically goes all the way from softest to firmest)

Hybrid Racing Short Throw Shifter and cable bushings (makes shifting crisp direct precise more engaging and fun)

GM Synchromesh MTF (smoother shifts)

Mishimoto round walnut shift knob (no metal in SoCal heat)

Acuity Throttle Pedal relocation bracket (no heel and toe without it)


I see nothing wrong with PRL, I evaluate each product on its own merits, not the manufacturer

I have the PRL RMM because it is the only one using EDPM rubber.

I also have the PRL coolant expansion tank because it has the largest capacity.

I was also going to get the PRL intake, but after some more research I opted for COBB, larger MAF housing, more and smother airflow and was CARB approved (PRL is now also CARB approved). It is much more expensive and requires a custom tune due more airflow, but I was planning on the COBB AccessPort anyway.

see these for more details about the COBB intake:

The reason that I got the @COBB Tuning intake was because it is CARB compliant, and I wanted more air/power so I also got the Cobb jailbreak and Access port with custom tune by Brian @JST Performance

I am very pleased with both.

the custom tune is still an iterative work in progress, it is taking a long time because I keep forgetting (so good as is) to log and send Brian the logs he needs for the next iteration.

Highly recommended.

some more details here:

BLUF: not limited or lower air volume. Necking down results in a higher velocity at the OEM pipe keeping air volume about the same.

I did a lot of research on intakes, and opted for the Cobb intake and the Cobb AccessPort with a custom tune by @JST Performance. no big turbo (yet, just don't tell my wife)

The Cobb intake substantially lowers overall intake restriction before the transition to the narrower ORM pipe which enables higher total mass airflow.

Fluid dynamics: For air treated as incompressable at typical intake pressure and velocities, the volume flow rate Q is the same

Q = A1 x v1 = A2 x v2

where A1 is the larger Cobb MAF housing area and A2 the smaller OEM area.

Plain English: the diameter reduction from the larger Cobb MAF housing to the smaller factory turbo inlet pipe increases local air velocity in the narrower downstream section while the larger volume flow rate remains approximately the same through both sections under steady flow conditions.

Also the Cobb velocity stack geometry combined with an integrated straightener grid produces a uniform less turbulent velocity profile at the sensor element. The result is more precise and repeatable mass airflow readings than the stock configuration provides.

The proof is in the pudding.

No dyno, but I can easily break traction in 2nd. 3rd gear pull is awesome too

Grin inducing every time I drive.

[Edit] Forgot to mention that the Cobb intake makes both the turbo whoosh on acceleration and the bypass valve discharge psht sound on lift-off noticeably louder than the stock intake, adding to my grin [/Edit]

The first time I came home my wife asked me "what's that silly grin on your face?"

I still come home with a grin on my face, and she still doesn't get it.

Also the gas mileage did not suffer.

What's not to like?

the larger MAF housing in the Cobb Redline does not force extra compression or raise temperature inside the stock inlet pipe

it reduces upstream pressure losses, and the velocity drops in the enlarged MAF section, which lowers frictional losses before the air reaches the turbo

the irreversible losses that would convert kinetic energy into heat are minimized by the velocity stack and straightener grid

although velocity does rise again in the factory diameter pipe, the overall result is higher absolute pressure at the compressor inlet than with the stock intake

Cobb has shared test data showing the airbox pressure stays closer to ambient which lets the turbo reach target boost with less wastegate duty, lower exhaust manifold pressure, and better efficiency

i.e. the intake flows more air with less restriction and helps the turbo work more easily rather than against added losses

in fluid dynamic terms, Bernoulli’s relation for steady flow shows that lower velocity in the large MAF section corresponds to higher static pressure there for the same mass flow

the smooth contraction that follows raises velocity and lowers static pressure, yet the total stagnation pressure delivered to the compressor remains higher because upstream losses have been reduced

for typical intake velocities the associated temperature changes are only a few degrees and do not meaningfully affect compressor inlet conditions


in short, the design improves turbo efficiency rather than creating additional work for it

https://www.cobbtuning.com/products...nda-civic-type-r-fl5-acura-integra-type-s-de5

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