Power Pages: 2003 Hyundai Tiburon GT V6 2.7L

Owner: Hyundai of North America
Dynamometer model: Dynojet 248e

DYNO 1: BASELINE

Baseline air temp @ 76.7 Degrees Fahrenheit

Peak HP 152.0
Peak TQ 166.2

Baseline Horsepower: 234.4
Baseline Torque: 223.0

Dyno notes: The car is used as a daily-driver test vehicle for Hyundai. It has 13,030 miles on the odometer, making testing ideal for the average tuner enthusiast wanting to add products to their car.

Pros: The boys of the "H" badge--no, the other "H"--have built a respectable V6 powerplant with a short-ratio, 6-speed transmission.

Cons: Engine pickup seems sluggish below 4000 rpm. We hope the additional bolt ons will cure the problem.

DYNO 2: AEM COLD AIR INTAKE

Air temp @ 77.8 Degrees Fahrenheit
Temperature difference from previous run: 1.1 Degrees Fahrenheit

Peak HP 166.2
Peak TQ 171.5

2000 to 3500 HP Range: 0 to -2
2000 to 3500 TQ Range: 0 to -3
3500 to 5500 HP Range: -1 to 13
3500 to 5500 TQ Range: -1 to 11
5500 to Redline HP Range: 13 to15
5500 to Redline TQ Range: 11 to 13
Peak Horsepower: 165.2
Peak Torque: 171.5

Dyno notes: Impressive indeed! A 13.2 hp increase over baseline with 5940 rpm showed a 14.6 hp increase. Torque was increased by 12.4 at 6050 rpm over baseline.

Part includes: filter, hose clamp, intake pipes, bolts and nuts, bracket, instructions, stickers

Pros: Detailed instructions on stock filter removal and installation of the AEM intake. The Cold Air Intake system bolts on without a hitch and actually cleans up the cluttered-looking engine bay, removing the restrictive resonator box and factory filter.

Cons: The factory hole in the chassis for the stock resonator box has to be enlarged to accommodate the larger diameter piping for the AEM intake. We wouldn't consider this a con but for those who are itching to slap on a filter and drive, this is a setback. Using a Dremel or die grinder, increase the hole's diameter for the intake pipe to fit.

Tools required for installation: 10- and 12mm sockets, ratchet, extension, screwdriver, Dremel or die grinder, goggles

DYNO 3: SHARK RACING 60MM THROTTLE BODY

Air temp @ 78.9 Degrees Fahrenheit
Temperature difference from previous run: 1.1 Degrees Fahrenheit

Peak HP 166.2
Peak TQ 173.7

2000 to 3500 HP Range: -0.5 to 2
2000 to 3500 TQ Range: 0 to 3
3500 to 5500 HP Range: 1 to 3
3500 to 5500 TQ Range: 1 to 3
5500 to Redline HP Range: 2.5 to 3
5500 to Redline TQ Range: 1 to 2
Peak Horsepower: 185.4
Peak Torque: 179.8

Dyno notes: Match porting the intake manifold to accommodate the larger throttle body is highly recommended by Shark Racing. Dyno charts show a range of 1 to 5 horsepower and torque increases from 2800 rpm to Redline over the previously installed intake system for additional gains.

Pros: With a 60mm throttle valve, the V6 motor increased 3 hp with gains of 5 lb-ft of torque at 3800 rpm. The throttle body is a universal bolt on for the 2003 Tiburon 2.7 V6.

Cons: Although the casting of the throttle body is of a completely new mold, the water ports on the bottom of the throttle body have not been tapped in to accommodate the factory coolant lines. The installer will either have to install fittings, or re-route the factory hoses to bypass the throttle body. We opted to use a small pipe fitting to couple the two hoses together.

Tools required for installation: 12mm socket and wrench, extension, screwdriver, pliers, coolant hose, adapter pipe or hose barbs, tap and die (optional)

DYNO 4: A'PEXI DUAL EXHAUST

Air temp @ 79.1 Degrees Fahrenheit
Temperature difference from previous run: 0.2 Degrees Fahrenheit

Peak HP 170.7
Peak TQ 176.3

2000 to 3500 HP Range: 0 to 3
2000 to 3500 TQ Range: 0 to 5
3500 to 5500 HP Range: 3 to 4
3500 to 5500 TQ Range: 1 to 4.4
5500 to Redline HP Range: 4 to 6
5500 to Redline TQ Range: 4.4 to 5
Peak Horsepower: 189.5
Peak Torque: 185

Part includes: gasket flange, nuts and bolts, and instructions

Dyno notes: At 3400 rpm, the dynographs show a pickup in horsepower with the biggest gains at the 5000-rpm-till-Redline powerband in horsepower. At 5200 rpm, 20 hp is gained over baseline while at 5100 rpm, 20 lb-ft of torque is unleashed to the wheels. The exhaust has a throaty sound at low decibels, making it ideal for street driving.

Pros: Large mandrel bent piping enables the V6 motor to breathe easier, thus eliminating the factory exhaust system using unconventional press bends. The same N1 exhaust used on the 2003-and-up V6 Tiburon is also a universal fit for the 2003-and-up four-cylinder version. An O2 bung has been welded in place for anyone planning on using the same exhaust on his or her four-cylinder Hyundai.

Cons: Installing the exhaust with only one person can be somewhat tricky so assistance is recommended. We found that installing each individual piping section, one at a time, on the rubber hangers make the installation much easier than trying to install the unit as one piece if working alone.

Tools required for installation: 19- and 14mm socket, 1/4 inch ratchet, 1/2 inch ratchet, 14mm box wrench, and breaker bar

Conclusion

When we began the power page, horsepower and torque checked in at 152.0 and 166.2 to the wheels. With the completion of three easy to install bolt on parts, the V6 Tiburon pounded the dyno with an impressive 170.7 hp and 176.1 lb-ft of torque. An increase of 18.9 hp and 10.1 lb-ft of torque over baseline. A quick test-drive of the car showed a more responsive throttle and quicker rpms than previously. We have to give the Tiburon props on drivability and fun factor.