OK, so the air still has to flow through a tube that runs through that same engine compartment to get to the motor, right? Does it matter where that air is filtered? The Injen intake also pulled air from the engine compartment I believe. The stock intake and the TRD pull from in front of the radiator, just like these CAI intakes.

The TRD intake gets cold air through the snorkel, just like the stock intake. It draws the same cold air that the FA20 and Perrin unit take advantage of. The only difference is the location of the filter which should not matter in terms of heat soaking.

The Injen unit has its filter in the engine bay and does not use the stock snorkel. As a result of drawing air from the engine bay it produces higher intake temperatures... which is the main reason why it performs so poorly.

The TRD unit should perform at least as well as the FA20 and Perrin intakes. It has less bends and draws the same cold air from the same location. I think it will also filter better, which is good. You can also service the filter without removing the bumper and it is 50 state legal.

Is it 50 state legal, a lot of times even OEM after market parts come with off road use disclaimers. Not saying it may amount to much, but I bet having a box and filter that large under the hood is not as efficient as having the filter located by the cold air source. Also I bet the Perrin and fa20 CAI sound much better. Half the reason for getting an intake is the sound.

Then again I don't want to remove my bumper once a year to clean the filter.

I think I'm going to put the next chunk of money I spend into a Visconti tune. Better return than any intake.

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The TRD intake comes with an emissions sticker so you are good to go there.

As far as filter placement.... I don't see how the filter location will make a difference. The filter has to go somewhere and having it in the middle of the piping (TRD) shouldn't be any better or worse than having it at the end of the piping (perrin).

I agree that a tune will have the best return in terms of performance. That is next on my list as well.

TRD has mostly very high quality (OEM level fit and finish) parts, that are on the conservative side.

There is definitely a market for these types of parts! Not everyone wants the fastest setup out there, made by a small speed shop. Some want parts developed and produced with the backing of a major company with no impact on warranty or emissions legality.

While this has been the recent norm for TRD, you may want to take a look at their history in a bit more detail. Like the development around the NA Beams 3SGE.. 2.0L 270+ hp NA 9,000 rpm.
Look at the cams, the awesome exhaust manifold and ITBs.
Link -->http://trdparts.jp/english/parts_engine-3s-ge.html

We can hope TRD is getting more serious with the recent offerings for the Lexus IS and the launch of the BRZ/FRS/86.

TRD Intake Quick Look

http://www.ft86club.com/forums/showp...&postcount=355

http://farm9.staticflickr.com/8121/8...4ac324cc_c.jpg
20130403-86TRDIntake-030 by VictorN07, on Flickr

I'm a beginner at car tuning but reading from a lot of posts about TRD, isn't there a big difference between NA TRD and Japanese TRD? Is this CAI from JDM TRD? Maybe the difference is between what they release to consumer ($$$ grabbin') vs what they can really do... I mean look at the TRD griffon concept, that's a pretty damn impressive build no?

Just gonna make it simple.
Best bang for your buck = stock intake
For marginally better performance (1-3whp) =go CAI
I would avoid short ram systems.

As far as leveling out the knock sensors, the car was designed to run on 93 octane, or RON, and was "tested on 98" according to Toyota somewhere, I forget where. In commifornia, where premium is 91, the ecu dials back the timing so that the engine will not knock. This makes for lower numbers. When you put in the 100 octane, it allows the engine with the stock, factory tune, to run at it's full potential without pulling timing back. Therefore no power loss.

With that said, it seems they are running 100 octane fuel, but without a custom tune. IE they're running a trd intake and exhaust, on 100 octane "race" gas, but with a factory tune. They could squeeze more out of it if they wanted to by advancing the timing just a tad.



It's basically why people are able to make more power with the E85 tune on our cars. On boosted motors, it allows you to run more boost without detonation. On NA motors, like mine with my E85 tune, the timing is able to be advanced and so on, again, without risk of detonation.

As a side note, E85 has a knock rating equivalent to that of a 105 octane fuel.

All in all, running a 100 octane gas on a factory tune will simply allow the car to run the way it was designed to from the get go if you're used to filling up with 91 or 93.

Running 105, 110, C16, or E85 with a custom map tailored to that grade of fuel is what lets you push more power out! :)

I add 100 octane to my 91 CA gas when I am at the track doing HPDE. Not for power per say, but because of what TRD stated. To give the knock sensor/s a break and have consistent power levels throughout the day/temp/conditions.

I also don't have an oil cooler installed yet and high oil temps can = more knock. So I just add a little precaution.

I might be biased in saying this, but well said!

http://chronicle.com/blognetwork/edg...duty_calls.png

Show some independent 3rd part dynos of this trash and maybe I will believe it. Not some TRD marketing idiot.

Isn't it wonderfull how some people can be open minded in this world.
With more of them we could avoid so many nasty thing's.

FRS Matt you are such an open minded smart ass.

where did you get the "restrictive" from?