Intake manifold dyno tests and facts only.

[David Buschur]

I was too curious and I couldn't help myself so we ordered the new Magnus V5 intake manifold from Titan Motorsports.

First step was to go to the flow bench.

On the flow bench this intake is in a league of it's own. The numbers were fabulous.

#4-352(-7%), #3-377, #2-377, #1-369(-2)
Total CFM 1475

As I said, league of it's own on air flow. The total CFM is 150 CFM higher than the closest other intake manifold I have tested. As a side note, I did not have a throttle body to bolt to the intake manifold. The JMF I flowed with the supplied 3" throttle body on it. This one I flowed with no throttle body at all.

**Now before I go any further with this. I called Marco at the point I was done flow benching the intake. Him and I spoke, peacefully, for about an hour about everything, past and present. He was very hesitant to speak to me at first and I can understand that. We agreed that neither of us handled last years mess like we should have. It was also agreed I would dyno it and give him a call before posting ANY results from my testing.

The intake is very nice quality, very nice casting. It comes with a nice billet bracket for the throttle cable to mount to. It also has vacuum ports cast into the back side of the intake which makes it nice for hiding all your vacuum lines. There is also a stock throttle body adapter plate that is included with the bolts and nice heat barrier gaskets. The back of the adapter plate for the throttle body is nicely radiused like a velocity stack too.
There is no provision for a dipstick mount, I just had to bend the stock dipstick to fit it and then used a wire tie to hold it down for testing. A bracket of some sort could be made to hold it. Also, if you are using the stock fuel pressure regulator you will have to bend the 90 degree return on the base of the regulator slightly to clear the plenum, it's not a big deal. I am also running PTE injectors and they are a little fat, so I had to clearance the fuel rail stands with a die grinder to get them to fit. Last, I did have to make a new upper section to our i/c pipe to fit correctly because of the slight angle the throttle body sits at on the intake.

Here is a picture of the intake manifold installed on my RS:



After getting the intake on the car it went directly on the dyno. I ran baseline pulls of the car in the morning at 30 psi and 40 psi.

The results were very good. As you can see from the gragh below on low boost from 6000 rpm up the Magnus intake had gains all the way to 8,000 rpm and beyond. Peak gains of 18 whp and 7 ft lbs. Keep in mind this is being tested against the BEST intake I have found so far, not the stock intake/stock throttle body. Against stock parts the gains would be in the 30-50 whp area (estimated).

Here is the low boost dyno runs:



The boost was then turned up to high and the car was run again. Again, very good results. This time the gains started at 6400 rpm and went all the way to 8,000 rpm and beyond again. Peak power was up 10 whp and peak torque dropped slightly by 6 ft lbs but only because the curve was shifted.

Here is the dyno sheet from the high boost pull:



Marco and I spoke again about the final results and he is pleased with the outcome.

We are not selling these intakes (although I would). If anyone is interested in one you can contact Magnus Motorsports directly or Titan Motorsports.

[David Buschur]

Tom from Driven Innovations contacted me and wanted me to try a new idea/intake manifold he had built for the EVO. I told him I'd be glad to try it.

Yesterday the intake manifold arrived at the shop and I got it installed on the car immediately. Fitment is excellent. The intake has large re-enforcements welded on to the fuel rail stands. It also has provisions for the dipstick mount. The intake has a small plenum on it, 225 cubic inches. The upper i/c pipe goes right on with no modifications of any sort needed. The intake is flanged for the stock sized (65mm) throttle body and will not accept a larger throttle body. The plenum has raised velocity stacks in it with a 6.5" runner length. There is a thick block on the back of the intake manifold for the vacuum lines to be run to. I installed only one line and then ran that single line to a Vibrant vacuum block to make swapping intake manifolds easier.

I prefer to run the stock modified throttle body, I like the idle control, the fitment and the feel of the throttle.

Here is a picture of the intake manifold on my RS:



On the dyno I was happy, extremely happy actually.

Here is the best curve I have had to date with my car, this is with the custom intake manifold we built. This run was done at two boost levels. The first one the boost hit almost 32 psi. I turned the boost down and the boost was right at 29 even. The baseline was done at 30.7 psi. The solid line is the custom intake we built VS the new Driven Innovations intake:



Here is the best curve at high boost, 40 psi, with our custom intake manifold VS the Driven Innovations:

[David Buschur]

This thread has gotten pushed back quite a bit.

I had an idea for our last attempt at an intake manifold. It took quite awhile to get things machined, formed etc. Then it was all welded together and it sat on my desk for well over a month.

Spring is here, I took the RS out Sunday, cleaned it and took it home to my garage. On the way home I got on the car before I got to my driveway and when I hit the brakes I learned it had no power brakes and I passed my driveway. The idle also sucked and I was pretty disgusted with the car.

Yesterday I decided that it was time to make the last intake manifold swap on the car and try out the intake we built. This morning we loaded the car on the dyno and made two baseline runs, 694 was the best. The power is flat all the way past 9,000 rpm.

Without taking the car off the dyno we pulled the new DI intake off the car and installed the new BR intake on it. I again made two pulls. The best of which was 699. The curves are identical in shape and the small difference in power isn't worth discussing.

I believe that we have a good grasp on runner length and plenum size at this point and I feel it would be extremely difficult to improve on the new DI intake I had on the car or the new one we built.

I didn't take pictures of ours before installing it, never crossed my mind. I don't know if we will ever produce another one. I may even opt to re-install the DI intake so I can run what we are going to actually be selling/recommending.

A word of warning. I used the Vibrant vacuum block on the car when I put the DI intake on to make installing it easier and swapping intakes faster. IF any of you choose to do this MAKE sure you use a VERY LARGE nipple on the intake, with a VERY LARGE hose running to the vacuum block and another VERY LARGE nippple on the vacuum block. I used about a 1/4" nipple and hose and it was not nearly large enough for all the components running off the block and I had NO power brakes because of it. Just keep it in mind. I'd say a 1/2" single hose would be ideal and no less than 3/8". It may just be the best idea to give each component it's own boost/vacuum source on the intake like the factory does.

This is going to conclude the intake manifold testing. I do not see myself ever visiting this subject/testing again.

Thanks for the interest.