Intake manifold testing.
DB, I wear flannel too, but it's my understanding that 'each' piece of the restriction becomes cumulative to create the 'total' restriction. If that understanding is correct, then the larger TB SHOULD make more power, simply due to the fact that the 'total' restriction has been reduced. That's all I have to say about that. (thank you Mr Gump)
The hypertune made more midrange power than any other, however, it did incorporate both a larger throttle body and UICP if I remember correctly. Dave please correct me if I am wrong. The other manifolds all used the stock throttle body so it really wasn't completely fair for the other manifolds, more so for the HKS because that was the closest in comparison. Dave does not want to test the other manifolds again with the larger throttle body, which I completely understand. He has already done a great job on this testing; I appreciate it greatly. He knows what he likes and what works to his liking, so he will stay with that. I would too. 
Last edited by xiaoni420; Feb 16, 2008 at 01:50 PM.
The hypertune made more midrange power than any other, however, it did incorporate both a larger throttle body and UICP if I remember correctly. Dave please correct me if I am wrong. The other manifolds all used the stock throttle body so it really wasn't completely fair for the other manifolds, more so for the HKS because that was the closest in comparison. Dave does not want to test the other manifolds again with the larger throttle body, which I completely understand. He has already done a great job on this testing; I appreciate it greatly. He knows what he likes and what works to his likeing, so he will stay with that. I would too.
Actually from what I understand, the only thing the Hypertune had that was larger than the other manifolds was the throttlebody. The UICP was the same size through out the testing: 2.5".
Last edited by Faust; Feb 16, 2008 at 08:18 PM.
Yes, upper i/c pipe stayed 2.5" for the entire test. The Hypertune is on my car now and the testing is over.............for now. There are actually two other intake manifolds now being built that I am going to end up trying in the future. The Hypertune had the best all around power range. Could it have been from the 3" throttle body? Maybe. The Kansai is back on our black EVO, we needed to re-install it so we can drive the car. It is going to the chassis shop Monday to get some additional bars put in the rollcage.
great to hear you had such good results in the back-to-back testing. We have a number of customers who have run these with great results, but none that have yet tested vs the competition. cool to see, thanks for taking the time to do this. thanks to mike @ dsport as well!
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.
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.
Race gas numbers are quite as impressive in the gain areas BUT there are some details that need to be known.
First, previously Peter's best race gas numbers and details were (stock ported intake/65 mm throttle body):
640 whp-535 ft lbs
20 psi at 4828
43.10 psi at 5930 rpm
37.47 psi at 8,000 rpm
AIT's 73.40 degrees
Average AFR, 11.55:1
Today after the Driven Innovations intake manifold, 3" throttle body, 3" upper i/ce pipe and 3" outlet on his BR Race FMIC he made:
650 whp-530 ft lbs
20 psi at 4797
42.55 psi at 5707 rpm
36.56 at 8,000 rpm
AIT's 66.20 degrees
Average AFR, 11.4:1
Something else that needs to be talked about is I did pull some timing out of the map this time. If you look at the two dyno sheets you will see where the baseline from before picked up some power at the very end of the curve. In this area today I could not leave the timing curve where it was and had to pull over 3 degrees out up top. So while the 10 whp gain in power doesn't sound like much at peak if you view the rest of the chart you will see there is a gain of almost 30 whp and 30 ft lbs around 6300 rpm and it slowly closes up from the timing being re-adjusted.
I just wasn't comfortable with the amount of knock the car had up around 8,000 rpm with the existing timing curve.
Here's the before and after dyno sheet on race gas.
First, previously Peter's best race gas numbers and details were (stock ported intake/65 mm throttle body):
640 whp-535 ft lbs
20 psi at 4828
43.10 psi at 5930 rpm
37.47 psi at 8,000 rpm
AIT's 73.40 degrees
Average AFR, 11.55:1
Today after the Driven Innovations intake manifold, 3" throttle body, 3" upper i/ce pipe and 3" outlet on his BR Race FMIC he made:
650 whp-530 ft lbs
20 psi at 4797
42.55 psi at 5707 rpm
36.56 at 8,000 rpm
AIT's 66.20 degrees
Average AFR, 11.4:1
Something else that needs to be talked about is I did pull some timing out of the map this time. If you look at the two dyno sheets you will see where the baseline from before picked up some power at the very end of the curve. In this area today I could not leave the timing curve where it was and had to pull over 3 degrees out up top. So while the 10 whp gain in power doesn't sound like much at peak if you view the rest of the chart you will see there is a gain of almost 30 whp and 30 ft lbs around 6300 rpm and it slowly closes up from the timing being re-adjusted.
I just wasn't comfortable with the amount of knock the car had up around 8,000 rpm with the existing timing curve.
Here's the before and after dyno sheet on race gas.
