Intake manifold dyno tests and facts only.

[David Buschur]

The other threads have gotten so large about all this intake manifold controversy I am starting this thread to post only information in. No discussions here. This will make it easy to find the actual testing, dyno charts and parameters tested.

[David Buschur]

I wanted to build something I have been thinking about for quite some time. Just as an experiment. I cut the plenum off a stock intake manifold and built a larger 4" plenum. I wanted to post the pictures for you guys to check out. It is quite a bit of work building it.

Enjoy the pictures.





[/QUOTE]

TEST RESULTS:

This was a weired one.

Final numbers were 613 whp and 458 ft lbs. The only gains were at 7300+ rpms. The rest of the chart lost power over the stock intake.

First thing I noticed was a HUGE change in AFR's. The car from 5300 to 7500 was WAY rich. The odd thing was after about 7500 the car went very lean.

So the fuel curve after tuning ends up looking WAY nuts. Comes up around 5400 and then has a huge dip in it until 7500 where it goes back up very quickly. Bottom line is, this idea doesn't work very well.

This is the 5th dyno pull after dialing in the boost and AFR's close enough to stop.



**SIDE NOTES ON THIS PRODUCT. IT DID NOT PERFORM AND WILL NOT BE OFFERED.

[David Buschur]

So there is no confusion on the exact intake manifold I tested of Magnus's here are two pictures. This is the old design I am talking about. As far as I know he does not make this anymore. I am only taking the time to be this specific because I am not trying to bash the guys other products, new products or anything else he has done or is doing, ever was.





606 whp and 480 ft lbs on the stock intake/stock throttle body. 598 whp and 446 ft lbs on the old style Magnus intake/stock throttle body.

This means it is down 8 whp at peak power and 34 ft lbs of torque.

Here's the dyno sheet:




Run #1 is the stock intake/stk tb, baseline, those are the solid lines.
Run #2 is the Magnus intake/stk tb, those are the dotted lines.

**NOTE ABOUT THIS INTAKE. DOES NOT COME WITH PROVISION TO RE-MOUNT DIPSTICK. DOES REQUIRE YOU TO MODIFY THE UPPER I/C PIPE TO FIT. DOES NOT HAVE PROVISIONS FOR FACTORY MAP SENSOR OR EGR VALVE

[David Buschur]

On the first pull with the DI intake the AFR's went substantially leaner from 5000-8000 rpm. At that point I knew it was going to make more power. The AFR's went into the mid 12's from the mid 11's they were at. The boost was also higher hitting 35 psi. I re-adjusted the boost to bring it back down to the baseline test numbers and then added quite a bit of fuel to also get those back into line. This is NOT a tuning competition and I am not trying to make maximum power. In the case of this intake though the boost did get too high and the AFR's did go lean enough that it would make a power difference. I then made some quick adjustments to get an idea of what JUST the new intake manifold was doing. In the end my base line boost with the stock intake manifold was 32.9 psi and with Driven Innovations the peak boost was 32.2 psi. So .7 less boost pressure. It is still up on power. With some additional boost the midrange and top end would be improved too (for sure as I know what it made at 35 psi).

So here is the dyno sheet. This is the same baseline pull I am using to compare all the intake manifolds.



Bottom line is the Driven Innovations picked up 24 whp with .7 less boost and lost 10 ft lbs of torque. Had I worked really hard to get the boost exact that 10 ft lbs would have been gained back easily.

Finally numbers 630 whp-470 ft lbs of torque.





**NOTES ABOUT INTAKE. FITS PERFECTLY WITH THE STOCK OR OUR UPPER I/C PIPE. DOES NOT HAVE PROVISIONS FOR EGR, STOCK MAP SENSOR OR A MOUNT FOR THE DIPSTICK.

[David Buschur]

My peak boost on the test of his manifold was 33.61 psi and at 8,000 rpm was down to 29.95 psi.

After the install was complete I immediately noticed that the AFR's went lean in the upper rpms, over 6500 the car needed more fuel. This is the sign from the horsepower gods that the car is going to make more power. I got the AFR's back inline with the baseline and the outcome was an increase in horsepower and torque.

Horsepower is up by 20 whp and torque is up by 6 ft lbs. The increase in power is from 5700 rpm all the way to the end of the test at 8,000 rpm.
Here is the dyno sheet:







**NOTES ON THIS INTAKE. DOES NOT HAVE PROVISIONS FOR EGR OR FACTORY MAP SENSOR. IT DOES HOWEVER COME WITH A KICK ASS CUSTOM DIPSTICK AND MOUNT FOR IT. ALSO COMES COMPLETE WITH GASKETS, BRACE FOR THE REAR, INSTRUCTIONS AND ADDITIONAL HOSES. IT DOES REQUIRE OUR UPPER I/C PIPE TO BE MODIFIED.

[David Buschur]

Well this came as quite a shock, why I'm not sure as HKS has proven themselves to be a leader in Japanese motorsports for a long time. I didn't even want to take the time to pull the Kansai intake off our black drag car. I was just going to replace it with whatever I found to work best. Well I am sure glad I decided to test it. Holy crap.

The car made 649 whp/479 ft lbs. That's a gain of 43 whp over stock. Nothing else has even come close.

The losses down low are also some of the smallest of all the intakes.

This is the most expensive intake of all we have tested, it is around $1700. It has an super nice billet adapter to use the stock throttle body with it and we did us the stock throttle body again.

Anyway, here is the dyno sheet. This one is going to be hard to beat.









**NOTES ON INTAKE MANIFOLD. NO EGR PROVISION and NO DIPSTICK MOUNTING HOLE. IT IS FLANGED FOR THE Q45 THROTTLE BODY BUT COMES WITH A VERY NICE BILLET ADAPTER TO MOUNT THE STOCK THROTTLE BODY. INTAKE ALSO HAS BOSS ON THE BOTTOM FOR AN ADDITIONAL SET OF INJECTORS. THE INTAKE WILL NOT CLEAR US ABS EQUIPPED CAR WITHOUT REMOVING OR RELOCATING THE ABS. REQUIRES OUR UPPER I/C PIPE TO BE MODIFIED TO FIT. THE INTAKE DOES HAVE PROVISIONS FOR THE STOCK MAP SENSOR MOUNT.

[David Buschur]

Here is a picture of the outside of the Hypertune.



Dyno testing is finished. The instant I started the car there was a huge difference in throttle repsonse, this is typical of installing a larger throttle body. All of the other intakes tested used the stock throttle body on them, the Hypertune only uses the provided 3" throttle body. I'd like to note that this is surely a performance advantage as increasing the stock throttle body to 65 mm is worth around 8 whp.

Here is the dyno sheet comparing the stock intake/stk tb to the Hypertune with the 3" throttle body;



NOTES ABOUT INTAKE. DOES NOT HAVE PROVISIONS TO BOLT DOWN DIPSTICK. CAN USE THE STOCK MAP SENSOR, STOCK TPS, STOCK IAC. THE INTAKE IS AVAILABLE ONLY WITH A 3" THROTTLE BODY BUT HAS A VERY INNOVATIVE PORT ON THE PLENUM FOR THE FACTORY IAC (idle air control motor). NO EGR PROVISION.

[David Buschur]

I feel we have established two intake manifolds that outperform the others we have tested.

Now the issues are going to come down to pricing and ease of installation.

I know that there is absolutely no chance of HKS-Kansai changing their design to meet our needs. With that said there really isn't anything on the intake that needs changed. The factory fuel rail bolts right on, is comes with a nice adapter for the stock throttle body, has provisions for the factory map sensor and additional bungs for boost, fuel pressure, brake booster etc. It also has 4 additional injector bungs in the bottom BUT has no provisions to actually bolt a fuel rail onto it, dumb. It is one of the easiest to install. Comparing the Kansai's power curve to the Hypertune the Hypertune has an advantage from 5300 rpm to 7600 rpm both ends of that range the advantage is very small, in the middle around 5800 rpm to 6800 rpm though the gains are about 12 whp and 12 ft lbs of torque, this makes for a "rounder" mid range.

The Hypertune intake. The owner Ben is a great guy to talk to and really wants to tap the US market. He is extremely willing to work together with us to make this intake an easy bolt on affair. What actually gets changed on it will be open for discussion. For me not being able to use the stock fuel rail and fuel lines makes it not-user-friendly. The map sensor boss that is located on it is also in a position where the factory wires will not reach and our map sensor adapter won't work with the AEM 5 bar sensor because of clearance issues. I will be speaking with Ben in a matter of minutes to see if we can make some changes to bring this to market here.

The Hypertune is by far the nicest looking intake manifold of the bunch.

Without further delay here is the dyno sheet comparing the HKS Kansai intake manifold to the Hypertune:

[David Buschur]

Many of you have been following the thread that Peter Rucano started about getting a Driven Innovations intake manifold installed etc.

He got it installed at Maximum PSI by Mike. Mike also built him a custom 3" upper i/c pipe and modified our race FMIC to a 3" outlet. Workmanship on all of the work was very nice.

Peter showed up this morning (he likes to do that) for a tune. He drove here last night, 7 hours in the car from Jersey.

We loaded the car on the dyno first thing and got started.

I figured since we just finished up all this intake manifold testing it would be interesting to try and keep the test parameters as close as possible to the last time I tuned his car.

Peter's old pump gas numbers were the old 93 octane record and the car had made 547whp/398 ft lbs. This was unbelievable and was only in December.

So to be clear, the baseline pull was done in December with the stock ported intake manifold and 65 mm throttle body. Here is what those numbers were and the test parameters:

His baseline was 547whp/398 ft lbs.
20 psi was reached at 4738 rpm
Peak boost was 31.03 psi
Boost at 8,000 rpm was 30.00
Average AFR's were 11.35:1
Air intake temps: 68 degrees

He came back today with the new DI intake manifold, 3" throttle body and a 3" outlet on his BR Race fmic. Here is what the new record setting numbers are now and test parameters:

583 whp/430 ft lbs
20 psi was reached at 4727 rpm
Peak boost was 30.90 psi
Boost at 8,000 rpm was 30.02
Average AFR's were 11.4:1
Air intake temps:57.20 degrees

So Peter's car gained 36 whp and 32 ft lbs of torque.

A side note to this. The timing curve was NOT CHANGED AT ALL. The timing curve stayed exactly the same through all the testing. Knock counts in the mid range actually dropped just a little because the peak torque now is happening a little later than with the stock ported intake.

Very impressive gains. Very impressive pump gas numbers. Peter's car weighs 2620 with no driver. This is easily a 9 second pump gas daily driver.

Also note, this is on BP93 octane that was bought on the way here. NO ALCOHOL.



**This car was driven back to New Jersey 7 hours after this dyno was done. Peter got an unbelievable 33 mpg. Two days later the car was driven to CT to ICS and dyno'd on their AWD Dynojet where the car put down 615 and 619 whp on two consecutive dyno runs!! This is the first pump gas EVO to break 600 whp. Congrats Peter.

[David Buschur]

Hello all. Well I took a few weeks off on my RS while we were working on the EVO X.

In the meantime we had built some new parts for it as I wanted to continue the testing on the car.

Here are some quick points I want to touch on. First off I have caught some misc. flack here and there from some guys who "think they are in the know" about our Deluxe FMIC design, which would also spill over to our DSM FMIC design as they are the same. This particular design I am referring to has the inlet (coming from the turbo to the intercooler) on the face of the inlet tank. So the inlet faces the engine, rather than coming in from the end. Little did these critics know that we have tested this design in the past and found it to change nothing. I did not have the proof of this as we didn't save logs/dyno graphs of this testing in the past as it was for shop R&D and not really public knowledge.

Anyway, when I built the new headers for my RS I dropped the turbo low enough to make it possible to run the turbo directly into the face of the intercooler. This is how our black drag EVO is and that was the last time we had conducted testing such as this (again, with no saved logs/dyno plots).

Today I set out to test 3 things. First was the new header I built with shorter runners than the others I had built. 2nd was the new FMIC with the inlet on the face of the intercooler and the last was a full 3" upper i/c pipe with 3" outlet on the intercooler.

Here is a print out of the dyno runs with an explanation of what you are looking at and the stats of the testing for each run:



Test #1 is my baseline run with the new header. This is with our Race FMIC kit, just like we sell. 2.5" inlet outlet and our lower i/c pipe that is shaped like a candy cane. 2.5" upper i/c pipe.

639 whp and 504 ft lbs of torque
20 psi was reached at 4895 rpm
33.68 psi was peak boost reached at 5648 rpm
Boost at 8,000 rpm was 31.54 psi
AIT increase was 1.8 degrees
-------------------------------------------------------------------------------------------------------
Test #2 is my second test. We changed the Race FMIC to the inlet on the face and a 3" outlet. We then used a 3" to 2.5" coupling on the outlet so the outlet size stayed the same, 2.5" upper i/c pipe.

645 whp and 506 ft lbs of torque
20 psi was reached at 4914 rpm
34.18 psi was peak boost reached at 5754 rpm
Boost at 8,000 rpm was 31.52 psi
AIT increase was 1.8 degrees
-------------------------------------------------------------------------------------------------------
Test #3 is my last test. We changed the upper i/c pipe to a full 3" pipe, at this point the FMIC also had a full 3" outlet and it all matched up to 3" throttle body.

638 whp and 500 ft lbs of torque
20 psi was reached at 4973 rpm
33.74 psi was peak boost reached at 6012 rpm
Boost at 8,000 rpm was 32.13 psi
AIT increase was 3.6 degrees
-------------------------------------------------------------------------------------------------------

I sit here and wonder why I post these results and development with all the critics out there trying to outrun us or make more power etc. I really have no idea and it truly becomes harder and harder to press the enter button with each new test.

As you can see the dyno charts even with all these changes make the testing darn near a draw on the results. The numbers from best to worse only vary by 7 whp and 6 ft lbs of torque.

Also, NO part of the tuning was touched for any of these and there was NO change to the boost controller. I also did two runs for each test and took the highest of each of the two pulls for the comparison. 7 whp was the largest difference on any two baseline pulls.

Before anyone asks what will end up on my car. I am going to use our Race FMIC with the face entry inlet and a 2.5" outlet and our standard 2.5" upper i/c pipe.

[David Buschur]

As many of you know over the winter I did a lot of intake manifold testing.

In the end I found my favorite to be the Driven Innovations intake with a 3" throttle body on it. My car made excellent power on this combination and ran 10.01 at 142 mph on 93 octane with it and 9.42 at 155 mph on race gas with it.

In the process of all this testing Jim, Indy EVO on evolutionm, contacted me and said he has some ideas he would like to try and wanted to know if I'd send him a stock intake manifold.

I sent the intake and he went to work on designing some changes. The intake was then given to Wilson Manifolds to have the work performed on the intake.

I got the first intake back a month or so ago, the Version 1 (V1) and tested it. To my suprise it made more power up to about 5500 rpm than the DI intake and then after 5500 rpm the DI intake would slowly make more power gaining an 8 whp gain at 7500 rpm over the Indy V1.

Personally, I was impressed that this modified stock intake manifold could do that and do it through our 65mm throttle body.

Jim was not so happy. Seems he has a problem with being #2 I sent out another intake manifold to him for further development work. A week or so ago I got the V2 intake back here and my chin hit the floor with the work that went into this intake. It was amazing. Looking at it and starting to get a decent understanding of how the intakes work and why, I was really hoping for good things.

Yesterday I spent some of the day on the dyno with my RS dialing it in. The car had the Driven Innovations intake on it with a 3" throttle body. The first few runs with the car I was having a tough time getting traction or getting the clutch to bite hard enough. I lowered the tire pressure, strapped the car down tighter and got some heat in the clutch. After a handful of pulls everything worked perfectly.

Today I came in and swapped over to the Indy V2 intake and put the car back on the dyno. Today I was having trouble again getting the car to hook or the clutch to bite. I didn't know it but we are out of race gas here (someone emptied the drum and didn't say anything) and my car is so extremely low I knew I could only make a few pulls. Each pull the car "hooked up" better in the midrange but being scared of running out of fuel in the middle of a run I only made 3 dyno pulls and never got all the slippage out of the runs. This can be seen in the numbers and dyno graph I am posting here. Between about 5700-6200 (right at peak torque) is where the slippage was occuring.

Here is the dyno sheet (the solid line is the DI intake, the dotted is the Indy):



Here is the dyno comparison every 100 rpm on both intakes:

Driven Innovations w/3" throttle body

RPM Torque HP
3000 106 62
3500 140 94
4000 174 134
4500 238 206
5000 366 357
5500 467 499
6000 502 582
6500 493 617
7000 472 630
7300 464 632

Indy Intake V2 with BR 65mm throttle body

RPM Torque HP
3000 104 61
3500 139 93
4000 185 142
4500 258 225
5000 388 380
5500 472 503
6000 497 575
6500 491 614
7000 475 632
7500 467 636

Driven Innovations Intake

637 whp/507 ft lbs
20 psi @5133 rpm
34.97 psi @6297 rpm
Starting AIT 77
Ending AIT 82.40
Average AFR 11.7-11.8

Indy V2 Intake

637 whp/501 ft lbs
20psi @4945 rpm
34.84 psi @6152
Starting AIT 68
Ending AIT 75
Average AFR 11.3-11.5

As you can see the boost was slightly lower and the AFR's were slightly richer on the V2 intake. The AIT's were about 8 degrees different.




I'm very happy with these results. I will be keeping the V2 on my car with our 65mm throttle body. I'd like to see what the car is going to run set up like this.

These runs were done at 34.8 psi of boost and the car was dyno'd in 3rd gear.

Last but not least is the long awaited for pricing.

The V1 intake is going to be $1350. (I have one here right now I can sell/ship)
The V2 intake is going to be $1550. (Those are going to be 2-3 weeks)

[David Buschur]

[David Buschur]

Here is a link that was posted over in the DSM section. It is on some flow bench testing on the 1g DSM intake manifolds.

I find much of the data to be, interesting, to say the least

http://64.23.101.235/Iroc_g/SMIM.htm

For reference an EVO intake manifold was also flow tested by the same individual doing this testing. Here is what he came up with on a stock EVO8 intake manifold:

#1: 267.8 -9%
#2: 272 -8%
#3: 286 -3%
#4: 295 0%

[David Buschur]

Today I spent the majority of the day on the flow bench. The findings were quite interesting.

The numbers below are the cylinder and CFM. All testing was done at 28" on a JKM Flow bench by BRS head services.

Here are the results of what I have found so far.

EVO8 Stock intake, w/stock throttle body:
#4-327, #3-308 (-6%), #2-300 (-9%), #1-300 (-9%), total 1235 CFM

BR Ported intake, w/65mm throttle body:
#4-336, #3-319 (-5%), #2-306 (-9%), #1-300 (-12%), total 1261 CFM

BR ported intake, w/65mm throttle body, additional port work
#4-337, #3-318 (-5%), #2-310 (-8%), #1-300 (-12%), total 1265 CFM

BR ported intake, w/65mm throttle body, even more port work
#4-331, #3-319 (-3%), #2-315 (-5%), #1-300 (-10%), total 1264 CFM

Wilson V2 intake, w/65mm throttle body
#4-330 (-3%), #3-329 (-3%), #2-321 (-5%), #1-340, total 1320 CFM

Driven Innovations, w/65mm throttle body
#4-320 (-5%), #3-324 (-4%), #2-334 (-1%), #1-337, total 1315 CFM

Now some interesting notes on this. The total CFM shows that the results from the flow bench also directly match up to what I have seen thus far on the dyno testing. That is very interesting. Also, it is interesting to look at the balance from runner-to-runner on the intakes. We have been able to balance our standard ported intake out through some additional work. Tomorrow morning we will be visiting the flow bench again with another change we've made to our intake to try to get the #1 runner more closely balanced.

When this flow bench testing is finished I will be running more tests on my RS on the dyno.

[David Buschur]

Stock intake manifold with no port work done to it. The plenum cut off basically flush to the top of the runners. We put that on the flow bench and checked it.

#1-308cfm(-12%), #2-320cfm(-7%), #3-341cfm(-1%), #4-345cfm

This was quite shocking as the #1 runner hardly gained anything at all. The plenum/runners didn't seem to be the biggest problem in the intake at this point.

We then did some additional port work on just #1 and it changed nothing, still flowed 308 cfm.

Then we started playing with clay in the port to try to pick it up, again, no major changes. There was one last shot at making it flow better with something we are capable of doing here at the shop so I had Trent weld up part of the #1 port and did some grinding on it.

That port then went up to 316cfm with no plenum on the intake manifold.

I came back to the shop and grabbed the stock BR ported intake we were working with yesterday and duplicated what we did on the cut apart intake, the best I could. It's very hard to reach that runner in the intake as it's all the way in the back of the plenum.

The next flow test was very good and is as good as we can get it without trying to cut apart an intake manifold and copy someone's else's work, which I have no desire to do.

So here's how we ended up on the final port work on the stock intake:

#1-314cfm(-5%), #2-308 cfm(-7%), #3-315cfm(-4%), #4-330cfm
Total CFM 1267.

[David Buschur]

Back on the flow bench with the actual Wilson V2 off my RS this is how that one flowed:

Wilson V2 off my car:
#1, 340cfm
#2, 322cfm (-5%)
#3, 330cfm (-3%)
#4, 325cfm (-4%)
Total CFM, 1317


Then the BR extra ported intake we have been working on:
#1, 317cfm (-3%)
#2, 313cfm (-4%)
#3, 313cfm (-4%)
#4, 327cfm
Total CFM, 1279

The dyno results from the V2 that was on my car, the extra ported intake and our standard ported intake.



So, a few hundred dollars in flow benching fees, my entire week and most of my sleepless nights this week consumed with flow bench testing, Ted's week spent porting and running around after me, a day on the dyno and what have I learned beyond a doubt? Mitsubishi engineers are NOT stupid.

What else do I THINK I have gathered? Flow balance from runner to runner on the flow bench doesn't seem to effect crap. Shorter runners seem to move the power up OR the difference in the plenum size does it. Kind of knew that already though.

What is the flow bench testing worth? I'd say very little. It does seem that the higher the total CFM is the more likely the engine is going to make power in the high rpm. Is that what it is though? Maybe it's the difference in the runner length doing it and the size of the plenum only.

[David Buschur]

Here is the numbers I have gotten from flow benching all the various combination this last week. I wanted to put them all into one post to make it easier to put it all together in my/your head.

Stock intake-stock throttle body
#4-327, #3-308, #2-300, #1-300
Runner length on #4 runner is 10"
Total CFM 1235

BR ported intake-65mm TB
#4-336, #3-319, #2-306, #1-300
Total CFM 1261

BR ported intake-65mm TB, cut dividers in #4 and #3
#4-337, #3-318, #2-310, #1-300
Total CFM 1265

BR ported intake-65mm TB, cut dividers further and even #4 and #3
#4-331, #3-319, #2-315, #1-299
Total CFM 1264

Wilson V2-65mm TB
#4-330, #3-329, #2-321, #1-340
Total CFM 1320

Driven Innovations-65mm TB
#4-320, #3-324, #2-334, #1-337
Runner length equal, 6.5"
Total CFM 1315

BR ported w/#1 runners cut down in addition to #4 and #3 being cut
#4-330, #3-315, #2-308, #1-314
Total CFM 1267

Stock intake with plenum cut off completely
#4-345, #3-341, #2-320, #1-308
cut runner divider down more on #1-316
Total CFM 1314

Wilson V2 that was on my car for 9.04 at 159.64 mph run
#4-325, #3-330, #2-322, #1-340
Runner length on #4 runner, 6.25"
Total CFM 1317

BR ported intake with runners cut down and welding on back of plenum to smooth out bumps on back side of plenum
#4-327, #3-313, #2-313, #1-317
Runner length on #4 runner, 9"
Total CFM 1270

BR fabricated intake manifold with D plenum, 7.5" straight runners
#1-324 CFM (-1%),#2-329 CFM, #3-327 CFM (-.006%) #4-321 CFM (-2%)
Total CFM 1301

JMF Drag intake manifold-Flow tested with a 3" throttle body that was on the intake and supplied by customer
#4-324 (-3%), #3-330 (-1%), #2-336, #1-335
Total CFM 1325

Stock head flange with aftermarket rectangular runner
298 CFM

Same stock head flange w/aftermarket rectangular runner and velocity stack
382 CFM

[David Buschur]

OK, I made some pulls on the dyno. At the same 30 psi I tested at last week the car is up on HP and TQ in the low/mid range compared to last time and the same up top. I just wanted to get a baseline and compare it for weather differences.

Now a few things I want to be clear on. The dyno sheet you are about to see shows three runs. The first solid line is my car and how it performed typically on the V2, on a good day it was in the 675 whp range. This can be verified by looking back over my old posts etc., for anyone who wants to do that. Then a few weeks ago I was going the SD muffler testing and the car was an absolute freak and put down 694 whp which it had never done before. Everything about the run was better than ever before. That happened one day in all the time I have spent on the dyno with the car. Since I used those graphs last time I showed what we were doing I am including them. Personally, I feel they have to be dismissed as it was COLD as hell the day I did that testing and the car never performed like that before or after that day. It is the best ever so I put it on the sheet.

Then today's runs were right in line with last weeks so I feel today's results of the BR stock ported intake are right on the money.

The details and I am sticking to what I see typically to what I saw today.

The V2 makes more power at higher boost/higher horsepower than the standard port work does.

The V2 on a typical day compared to today is up by 11 whp and 7 ft lbs of torque but still has the losses in the low/mid range as it does at 30 psi.

If you put the freak day with the V2 into the mix the low/mid is exactly the same (which I know is impossible from running it so many times) as the stock ported and up top makes 18 whp and 18 ft lbs more.

I've given the information in full, do what you like with it. My opinion is the V2 is better at this HP/boost level (41 psi/700 whp) over 5800 rpm and by a maximum of 11 whp and 7 ft lbs at 8,000 rpm. Because it does have gains from 5800 rpm and up the car would be quicker/faster in the 1/4 mile with the V2 over the BR ported stock intake. Now keep in mind it is a completely different story at 30 psi and 600 whp at those levels the BR ported stocker wins out by a higher margin and across the entire RPM band.

Here is the dyno sheet:

[David Buschur]

Alright the intake is finished and I just got back from the flow bench. I do not have pictures of the intake completely welded up with the throttle body on it, we got pushed for time but you will get an idea what we've been up to by these.







Also for the flow bench numbers. These tests were done with our 65 mm throttle body on the intake just like all the others.

#1, 324 CFM (-1%)
#2, 329 CFM
#3, 327 CFM (-.006%)
#4, 321 CFM (-2%)
Total CFM 1301
The runners are 7.5" long
The Plenum is about 250 cu. in.

So we ended up with the most balanced flow of all the intakes and by quite a margin. The total flow I am shocked to see as low as it is. The runner with just the velocity stack on it (runner was short, total length from head flange to top of velocity stack was about 4") flowed 382 CFM. So we lost about 57 cfm per runner by putting the plenum on it and the throttle body.

As I have seen the flow bench isn't directly relating to what we see on the dyno so I am not getting discouraged or my hopes up. Just staying open minded. Tomorrow we will put all the vacuum ports in and get it mounted up and put on the dyno.

[David Buschur]

Got the intake on the car. Wasn't too bad. Definetely not something for a production EVO. It would be in the way of a ton of stuff. The idea behind this was to gain some knowledge and I had really hoped to build a better intake manifold.

First here are the pictures of the intake manifold on the car:





After we got it installed we put the car on the dyno and ran the car at 30 psi first and then at 40 psi.

First dyno sheet is the comparison of the intake manifold we built against the stock ported intake. VERY small losses in the low/mid range, the smallest of any aftermarket intake manifold I have tested to date. That is a good thing! Another small loss around 6900 rpm, not sure what's up with that.

Stock intake made 613 whp/472 ft lbs at 30.06 peak boost.
The BR fabricated intake made 615 whp/474 ft lbs at a 29.75 peak boost.
If you look at the average power the fabricated intake edged out the stock intake.



This is the graph at high boost. As you will remember the V2 beat out the standard ported intake when the boost was turned up to 40 psi. Not so much the case with the intake we built.
V2 intake made 677 whp/543 ft lbs at 40.5 pounds.
The BR fabricated intake made 675 whp/535 ft lbs at 39.35 psi.
Again, if you look at the average power the fabricated intake edged out the V2.



I'm not certain what I learned here, I think it would take more testing to make sense of it all. The runner length on this intake is longer than all the fabricated intakes I have tested and it had by far the best low/mid range of all of them. The plenum is also smaller than all the fabricated intakes I have tested, again, low/mid range is excellent and the top end matches the V2.

I seem to see a pattern here with the longer runners/smaller plenum.

I am building another intake manifold. This next one is going to be freaking sweet and IF it does happen to work well it will be something we can offer/sell and it will fit excellent. Probably going to be a good 2 weeks before I get all the parts I need machined.

I don't feel to bad about the results to be honest. The intake performs better over the curve at 30 psi/600 whp and at 40 psi/700 whp. The low/mid range and top end are all as good as I have found.

I don't think I can justify building this and selling it though because when you get down to it the stock intake works darn good for $140. I think if I sold these for about what I have invested they would still be $600'ish.