Exhaust question...
Okay so I want the car to have about 20-30 more hp and remain all motor. Claims I have seen say that RRM's intake/pulley/exhaust/ecu mods can come close to this. Now I come from turbos, where the less back pressure in the exhaust system, the better. Needless to say, I had full 3 inch turbo back piping with no cats whatsoever on my WRX. It was loud, smelly, shot fire, and annoyed my inlaws when my wife and I were still dating, but it was disgustingly fast. Now obviously I am not going to do that to a Kizashi, but how much does the exhaust really do for this n/a vehicle? I would rather not buy the weakest link in the setup and spend the money on suspension parts if I can....So do I need the exhaust for the setup, or does it really only make about 2-4 hp like most cat-backs?
With NA, you need some back pressure. I haven't had the Kizashi up in the air, but the pictures show that the cat back section appears to be pretty well designed - not many bends and a good diameter. My experience has been that the only significant gains are from the cat forward - swapping out an inefficient manifold design for good headers can make quite a difference.
You're looking for 10-15% more power, I don't know if you will get there with simple add-ons. I have yet to see any dyne results for any of these or more importantly, combinations. Are the additions truly cumulative?
You're looking for 10-15% more power, I don't know if you will get there with simple add-ons. I have yet to see any dyne results for any of these or more importantly, combinations. Are the additions truly cumulative?
2011 Sport SLS with nav Black Pearl Metallic
According to the Manufacturer, they are commutative. (but that's the mfr talking) I don't really want to do an exhaust since its a non-turbo. I think it's gonna be a cat-forward deal...All I really want is to get up to 195-200 hp n/a. Hopefully I can do it without spending too much.
This is from the recent Car and Driver article,
Re: Car and Driver Write up is out.
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COMMENTS (83)
2010 Suzuki Kizashi GTS
Unsung Hero: We hope the Kizashi's goodness is writing on the wall.
December 2011
BY MULTIPLE AUTHORS
MULTIPLE PHOTOGRAPHERS
Given our previous experience with Suzuki Sedans and the giddy hype that accompanied the Kizashi’s launch—“a unique blend of dynamic performance attributes with premium design aesthetics and craftsmanship yet to be experienced in this category”—we were inclined to be skeptical when this car joined our long-term test fleet.
The handoff took place in February 2010 at the Dallas–Fort Worth airport, with 333 miles on the Kizashi’s odo. In the ensuing 42,361 miles, the logbook entries can be summed up as mostly positive, reflecting a range of reactions from pleasant surprise to outright enthusiasm.
Mostly positive. We’ll get back to that.
Tastefully designed inside and out, the Kizashi promises a refined driving experience. It’s a promise this Suzuki largely delivers on.
Let’s start with the totally positive. There were five scheduled service visits over the course of the test, at 7500, 15,000, 22,500, 30,000, and 40,000 miles. All were for routine maintenance and added up to $587.
There was only one unscheduled stop—a recall—just past 10,000 miles, to replace the storage box located at the bottom of the center console. The concern was that a portion of the box might detach in a crash and become a potential source of injury. Pretty unlikely, but in any case it didn’t add to the bottom line. Nor did the replacement of the car’s serpentine drive-belt tensioner, suggested by a tech service bulletin, which was handled at no charge during the 40,000-mile service.
There were other costs: our usual tire swaps—summer to winter to summer, $264—and $1715 of aftermarket hot rodding [see below]. But in terms of dependability and durability, the Kizashi stacked up very well indeed.
When we became bored, we took the Kizashi to Road Race Motorsports in the Los Angeles suburb of Santa Fe Springs. The company has a history of making performance mods for the Mitsubishi Evo; more recently, it has built some SEMA hot rods for Suzuki and is also doing a line of parts for the Fiat 500. Road Race has a small parts catalog for the Kizashi, including a thicker rear anti-roll bar ($239), a lightweight crank pulley for faster rev-up ($139), a cold-air intake ($259), a computer “fuel calibrator” that helps pull a few more horsepower out of the Kizashi’s conservative fuel/air map ($429), and a catty cat-back exhaust ($649) that eliminates the rear silencers. We said, “Yes, please” to everything.
With the add-ons, the car ate on-ramps with a little more steering bite and a little less body roll. It also merged with traffic at a quicker pace, although that may have been 9/10ths perception. While the formerly innocuous exhaust note became a chain-saw yowl of rice-burner badness, measured launch time to 60 mph remained the same 7.5 seconds as when we first tested our Kizashi in stock form. We did see some top-end improvement, however, with a 0-to-100-mph time cut by 0.8 second to 21.5 seconds (all aftermarket parts were removed before our final test).
We love the way the exhaust tucked behind the stock bumper diffusers, making the car look entirely innocent. The parts are well-crafted, considering the prices, and installable by any shade-tree mechanic with reasonable skill. A Kizashi owner should be glad somebody has bothered to tool them, considering the car’s relatively low sales volume
Re: Car and Driver Write up is out.
car and driver auto reviews 2011
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News
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.
Home
>
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2010 Suzuki Kizashi GTS - Long-Term Road Test Wrap-Up
.
Shopping Tools
GEARBOX! Negotiating Guide, To Buy or Lease, and More
Advertisement
Build & PriceRequest Brochure Special OffersGet A QuoteLocate Dealer
.
Long-Term Road Test Wrap-Up
arrowVIEW PHOTOS (107)
|
COMMENTS (83)
2010 Suzuki Kizashi GTS
Unsung Hero: We hope the Kizashi's goodness is writing on the wall.
December 2011
BY MULTIPLE AUTHORS
MULTIPLE PHOTOGRAPHERS
Given our previous experience with Suzuki Sedans and the giddy hype that accompanied the Kizashi’s launch—“a unique blend of dynamic performance attributes with premium design aesthetics and craftsmanship yet to be experienced in this category”—we were inclined to be skeptical when this car joined our long-term test fleet.
The handoff took place in February 2010 at the Dallas–Fort Worth airport, with 333 miles on the Kizashi’s odo. In the ensuing 42,361 miles, the logbook entries can be summed up as mostly positive, reflecting a range of reactions from pleasant surprise to outright enthusiasm.
Mostly positive. We’ll get back to that.
Tastefully designed inside and out, the Kizashi promises a refined driving experience. It’s a promise this Suzuki largely delivers on.
Let’s start with the totally positive. There were five scheduled service visits over the course of the test, at 7500, 15,000, 22,500, 30,000, and 40,000 miles. All were for routine maintenance and added up to $587.
There was only one unscheduled stop—a recall—just past 10,000 miles, to replace the storage box located at the bottom of the center console. The concern was that a portion of the box might detach in a crash and become a potential source of injury. Pretty unlikely, but in any case it didn’t add to the bottom line. Nor did the replacement of the car’s serpentine drive-belt tensioner, suggested by a tech service bulletin, which was handled at no charge during the 40,000-mile service.
There were other costs: our usual tire swaps—summer to winter to summer, $264—and $1715 of aftermarket hot rodding [see below]. But in terms of dependability and durability, the Kizashi stacked up very well indeed.
When we became bored, we took the Kizashi to Road Race Motorsports in the Los Angeles suburb of Santa Fe Springs. The company has a history of making performance mods for the Mitsubishi Evo; more recently, it has built some SEMA hot rods for Suzuki and is also doing a line of parts for the Fiat 500. Road Race has a small parts catalog for the Kizashi, including a thicker rear anti-roll bar ($239), a lightweight crank pulley for faster rev-up ($139), a cold-air intake ($259), a computer “fuel calibrator” that helps pull a few more horsepower out of the Kizashi’s conservative fuel/air map ($429), and a catty cat-back exhaust ($649) that eliminates the rear silencers. We said, “Yes, please” to everything.
With the add-ons, the car ate on-ramps with a little more steering bite and a little less body roll. It also merged with traffic at a quicker pace, although that may have been 9/10ths perception. While the formerly innocuous exhaust note became a chain-saw yowl of rice-burner badness, measured launch time to 60 mph remained the same 7.5 seconds as when we first tested our Kizashi in stock form. We did see some top-end improvement, however, with a 0-to-100-mph time cut by 0.8 second to 21.5 seconds (all aftermarket parts were removed before our final test).
We love the way the exhaust tucked behind the stock bumper diffusers, making the car look entirely innocent. The parts are well-crafted, considering the prices, and installable by any shade-tree mechanic with reasonable skill. A Kizashi owner should be glad somebody has bothered to tool them, considering the car’s relatively low sales volume
Hmm...seems like the pulley, chip, and intake make the most difference and the exhaust eliminates silencers and makes it sound more badass. I would love to do an exhaust, but I work in a BAD neighborhood in the Bronx, so I would rather not draw that kind of attention to the car...Thinkin' that I might do the rest of the parts though...Under a grand isn't bad considering I spend about 6 grand making my wrx faster and better handling a few years back... Thanks for all the info you guys!
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Armykizyguy92
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Vice versa
Current "stage 2" 2015 wrx base world rally blue
Previous 2011 Kizzy Sport SLS FWD 6-Spd
Custom exhaust, 20% tint
Soon to have H&R springs and Stage 2 turbo from RRM
Previous 2011 Kizzy Sport SLS FWD 6-Spd
Custom exhaust, 20% tint
Soon to have H&R springs and Stage 2 turbo from RRM