Eventuri Intake Toyota GR Corolla Carbon - gloss

Intake Toyota GR Corolla

Power Increase: 15-17 HP, 15-18 Nm

Available in gloss and matte finish.

*Images show our optional carbon fiber engine cover.

The GR Corolla air intake continues our GR Yaris system, which was developed through extensive data logging of temperatures, flows, and dyno testing. As it is a turbocharged engine, heat and volume were the main factors considered during development. This intake system was developed to offer maximum flow while maintaining low intake temperatures. Each component was designed to provide the turbocharger with a smooth and unrestricted path. By providing a sealed system, we improved the IAT (intake air temperatures) of the standard airbox, while also increasing the internal volume to reduce pressure drop and therefore decrease losses during turbocharger operation. This allows the turbocharger to operate more efficiently and reach maximum pressure earlier, leading to increased performance.

The filter itself has an outer diameter of 210 mm or 8.3 inches, with a filtration surface area of over 130,000 mm². The patented Venturi housing was designed to provide maximum internal volume possible for the GR Corolla and ensures laminar flow to the turbocharger inlet pipe.

Eventuri Difference

The GR Corolla Eventuri system uses our patented carbon fiber housing, which provides an aerodynamically efficient airflow path from the filter to the turbo. This is not just another cone filter with a thermal shield, but a unique design that invokes the Venturi effect and maintains laminar flow conditions to reduce resistance at the turbocharger. You can read more about the housing design and its operation HERE.

Performance Testing

Our GR Corolla intake system has been independently tested by various reputable tuners. The first dyno chart comes from Limit1 in the USA. Several runs were conducted with the standard intake system to obtain a repeatable result, then again with the Eventuri intake. The tests were conducted on the same day, one after the other. The results show an increase in torque and power across the entire rev range - not just at peak revs, making the car feel more responsive to throttle input and able to accelerate faster.

Summary of Dyno Results:

The second set of results comes from Paragon Performance, also in the USA, which tested the intake against the standard airbox on the same day, using 91 octane fuel. The systems were tested multiple times on the dyno in both configurations to obtain a repeatable result. In this case, adding the intake led to reaching the load limit, and the ECU closed the throttle to reduce load after reaching 6600 RPM. This phenomenon occurred only on the dyno, not on the road. All dyno runs were performed using standard ECU software.

Intake Air Temperature

Since our intake system does not draw air from the engine bay area like the standard airbox, intake air temperatures are also lower, partially explaining some of the performance gains achieved. The logs below show temperatures at the inlet and next to the intercooler. As you can see, there is a measurable difference in temperatures at both locations. Again, this demonstrates that the intercooler only cools the air proportionally, and the temperature of the air entering the intercooler affects the temperature exiting the intercooler.

Eventuri Toyota Corolla GR Kit

The Eventuri GR Corolla intake system consists of several components designed to meet a specific goal and made from the highest quality materials. We use 100% pre-preg carbon fiber without fiberglass, which means we can achieve a smooth internal surface, providing smoother airflow.

Each air intake system consists of:

• Carbon fiber patented Venturi filter housing with integrated MAF section
• Individually designed high-flow cone filter
• Carbon fiber outlet pipe
• Carbon fiber rear tube
• Laser-cut front air inlet
• Specially designed mounting components
• Laser-cut steel brackets
• Individually made EPDM hose
• CNC machined MAF holder and bracket mounts

Filter Housing

The filter housing consists of our specially designed generation 2 filter, aluminum inlet cover, steel bracket, and integrated MAF section. The carbon fiber housing surrounds the filter mounted in reverse and smoothly shapes the airflow down to the MAF section, which then connects to the rear inlet tube. This changes the flow path compared to the standard OEM airbox, where the air enters from the front, changes direction 90 degrees to pass through the flat filter, then again changes direction 90 degrees to pass through the MAF section. Our system is much more direct, with airflow entering from the front of the filter housing and passing into the MAF section without abrupt changes in direction. The result is a smoother path from the filter to the turbocharger inlet pipe, allowing the turbocharger to operate with less resistance.

Individual Cone Filter

To achieve maximum flow, we have used our largest filter, which has an outer diameter of 210 mm or 8.3 inches, and has been flow tested with a 4" diameter inlet housing. It is capable of flowing up to 940 CFM at 28" H2O. The filtration media is tested according to ISO standards to ensure filtration meets OEM standards, and it is also dry. The filter is constructed with our signature flow cones to assist in the Venturi housing principle.

Eventuri Technology

Our patented filter housing has a smooth reduction in cross-sectional area as it surrounds the filter and gradually narrows to the tube. This geometry invokes the Venturi effect, where airflow accelerates while maintaining laminar conditions. You can imagine this as a large velocity column - below is a diagram showing a comparison between our patented design and a standard intake system. Our individually designed filters aid the airflow passing through the housings and allow for a uniform velocity profile as the air exits the housings.

Carbon Fiber Inlet Pipe

The channel directs air to the filter housing from the external air area at the front bumper/grille. We maintained maximum volume up to the front of the engine bay and removed restrictions at the front of the pipe, creating an opening just behind the bumper where the flap would close. This area of the engine bay remains at ambient temperature during driving due to an additional gap, allowing the intake to draw unrestricted air from a small hole in the impact panel. We did not extend the pipe to the other side of the engine bay to use the second opening in the grille simply due to the sudden angle of airflow and spatial constraints between the engine and the hood latch. Additionally, using the second opening would have stopped cold air access to the engine bay, aiding in reducing overall heating. Finally, the pipe seals against the filter housing with an expanding rubber seal, allowing the filter housing to move with the engine without ingesting hot air.

Rear Tube and EPDM Connector

The rear tube was developed through in-depth CFD numerical modeling to remove turbulence and maintain the smoothest path possible. The standard rear tube has a sharp internal bend radius, which at high flows can cause undesirable turbulence that can affect turbocharger performance. Multiple designs were tested to select the optimal shape, which was then made from high-temperature carbon. We redesigned the rear tube to allow a smoother bend, which also allowed for more optimal placement of the filter housing. The connection between this tube and the filter housing is achieved using a specially made EPDM connector, allowing for engine vibrations and movements.

Front Inlet

The final component is the front inlet, which sits behind the grille, directing atmospheric air up to the intake panel opening. This helps to maintain low intake temperatures during driving.