Magnus V5 Cast Intake manifold installed and tested by TTP! 600whp stock motor!
Jul 29, 2009, 02:19 PM
#1
Magnus V5 Cast Intake manifold installed and tested by TTP! 600whp stock motor!
MAGNUS MOTORSPORT V5 INTAKE CAST INTAKE MANIFOLD
Well we had a busy week last week. It was pretty exciting I might add too when UPS delivered a package from Magnus Motorsports in Concord, Ontario Canada.
Magnus Motorsports has been building and producing record breaking performance parts for the 4g63 for many years now. They currently have one of their engines in Brent Rau's wheelstanding 2g 4g63 RWD that runs a blazing 6.83 @ 199mph in the quarter mile. So when it comes to producing the worlds best intake manifold for the 4g63 Evo, we knew we were dealing with the right company to start with.
We spoke to Marco on the phone about our little stock motor project here and decided to move forward with his newest intake manifold for the Evo. The new Magnus V5 cast aluminum intake manifold.
The market has been using sheet metal intake manifolds for quite some time in high performance builds however their has been a number of drawbacks to their use. They are heavier than their cast metal counterparts. They are weaker than the cast aluminum units. If I had a dollar for every time I have seen an intake manifold pop the welds open on a sheet metal manifold.... I even know a guy that had a nitrous backfire with a SMIM and it split it open like a tin can severing the fuel line and bursting the car into flames. So we have established that the Magnus is not only lighter, but stronger than SMIM's.
Anyhow, we got the manifold in the mail and I must say, this thing looked nice!
The first thing that I did was look at everything that came with it. All of the hose barbs for the vacuum references were there where you could custom configure the 5 vacuum ports on the underside of the manifold any way you want. If not using all of the ports, there were also 1/8 npt brass plugs.
We also noticed the phenolic spacer included on not only the intake to head gasket but also a phenolic spacer on the throttle body to intake manifold side. This will insure minimum heat transfer from the TB to intake and head to intake manifold.
Less heatsoak = more power.
Our next inclination was to look how large the inlet to the intake manifold was. It was ridiculously large. My first urge was to see if I could fit my whole arm in it. It seemed to work out pretty well
When we were done playing around with it, we made time after hours to get to work removing the stock throttle body, putting it aside in the engine bay to be reconnected back to the new Magnus V5.
Once the manifold was off the car we began carefully removing some of the EGR solenoids, EVAP solenoids, fuel pressure solenoid and capping the breather to the charcoal canister in the rear of the car.
We didn't have enough length for the stock brake booster vacuum line to quite reach, so we used a brass hose barb to extend a few inches of line to reach the manifold.
The stock fuel lines were retained so we had to bend the fuel feed line bracket a little to clear the throttle body, but it worked out fine.
Once the new vacuum lines were plumbed in we had to reroute the oil dipstick tube to the rear of the new lower sitting intake manifold. Magnus recommends tacking a custom bracket on once you have relocated in the area of your choosing. For the time being we ziptied it into place as we will make a bracket once we move to the race motor swap.
The throttle plate coolant heater lines were looped back into the head and the ports to the stock throttle body were capped off.
The Magnus V5 manifold comes with a stock TB to intake manifold adapter plate which allows for the use of the stock throttle body orifice size. We do have to say however that looking at that puny stock sized hole in this huge manifold is comical. It reminds me of shooting a 44 Magnum through a 22 caliber barrel. 
To fit the stock throttle body on the adapter plate orientates the throttle body hole toward the rear of the manifold away from runner #1. The throttle body is also turned upside down so the new throttle cable mounting points can be utilized.
All in all the manifold went on without a hitch. There were two modifications we needed to make in order to get it to fit with the INJEN intake kit we are using on the car.
The Magnus V5 intake manifold sits lower in the engine bay for a straight shot into the head ports so the throttle body to intake pipe connection is moved down a few inches. We cut about an 8" section of pipe out of the kit on the riser pipe from below the intake. This allowed the intake pipe to drop to the level of the new intake. With the new intake configuration the stock battery could no longer be run in the engine bay. Luckily we had an Oddessey PC680 small battery in stock. We shortened the stock battery tray and trimmed the battery tie down and it all fit together beautifully.
OK so we've seen it, we know what it comes with, we know how to install it, not how did it perform?
On the Cosworth M2 cams at 0/0 on the Evo VIII we did some testing. Once we realized that #2 fuel pump was not coming on, we replaced the boost switch and were back to testing. We were able to achieve gains of 30whp from 6000rpms+ on the STOCK THROTTLE BODY. We are still on the stock Evo motor so we didn't want to push it too hard. 600whp was our goal and we hit it on the nose at relatively the same boost level as the stock manifold run.
If you have followed our past testing of the car, we hit the following numbers:
500whp on stock FMIC - 93 octane, 1050cc, 32psi
535whp on 4" ETS FMIC - 93 octane, 1050cc 33.7psi
485whp on 4" ETS FMIC - E85, single walbro 1050cc 24psi 100%+ injectors maxed
526whp on 4" ETS FMIC - E85, single walbro 1650cc 29psi 100%+ injectors maxed
571whp on +FullBlown Twin Walbro pumps, 1650cc, 35-36psi 67% injectors
600whp on +Magnus V5 Intake, FullBlown Twin Walbro pumps, 1650cc, 35-36psi 70% injectors
Here is the difference in spoolup between the stock manifold and the Magnus V5 cast unit. Our testing has revealed only about 145rpms difference in spoolup with the stock throttle body. This may very well change with the addition of the 75mm throttle body.
Here are the boost plots for the stock intake manifold vs the Magnus V5 intake manifold. The boost response slightly different between the two manifold whereas the Magnus makes 30whp gains even while boost drops off faster.
Next stop or bust:
6XX whp on +Boomba 75mm TB, Magnus V5 Intake, FullBlown Twin Walbro pumps, 1650cc, ??% injectors on STOCK MOTOR!
Well we had a busy week last week. It was pretty exciting I might add too when UPS delivered a package from Magnus Motorsports in Concord, Ontario Canada.
Magnus Motorsports has been building and producing record breaking performance parts for the 4g63 for many years now. They currently have one of their engines in Brent Rau's wheelstanding 2g 4g63 RWD that runs a blazing 6.83 @ 199mph in the quarter mile. So when it comes to producing the worlds best intake manifold for the 4g63 Evo, we knew we were dealing with the right company to start with.
We spoke to Marco on the phone about our little stock motor project here and decided to move forward with his newest intake manifold for the Evo. The new Magnus V5 cast aluminum intake manifold.
The market has been using sheet metal intake manifolds for quite some time in high performance builds however their has been a number of drawbacks to their use. They are heavier than their cast metal counterparts. They are weaker than the cast aluminum units. If I had a dollar for every time I have seen an intake manifold pop the welds open on a sheet metal manifold.... I even know a guy that had a nitrous backfire with a SMIM and it split it open like a tin can severing the fuel line and bursting the car into flames. So we have established that the Magnus is not only lighter, but stronger than SMIM's.
Anyhow, we got the manifold in the mail and I must say, this thing looked nice!
The first thing that I did was look at everything that came with it. All of the hose barbs for the vacuum references were there where you could custom configure the 5 vacuum ports on the underside of the manifold any way you want. If not using all of the ports, there were also 1/8 npt brass plugs.
We also noticed the phenolic spacer included on not only the intake to head gasket but also a phenolic spacer on the throttle body to intake manifold side. This will insure minimum heat transfer from the TB to intake and head to intake manifold.
Less heatsoak = more power.
Our next inclination was to look how large the inlet to the intake manifold was. It was ridiculously large. My first urge was to see if I could fit my whole arm in it. It seemed to work out pretty well
When we were done playing around with it, we made time after hours to get to work removing the stock throttle body, putting it aside in the engine bay to be reconnected back to the new Magnus V5.
Once the manifold was off the car we began carefully removing some of the EGR solenoids, EVAP solenoids, fuel pressure solenoid and capping the breather to the charcoal canister in the rear of the car.
We didn't have enough length for the stock brake booster vacuum line to quite reach, so we used a brass hose barb to extend a few inches of line to reach the manifold.
The stock fuel lines were retained so we had to bend the fuel feed line bracket a little to clear the throttle body, but it worked out fine.
Once the new vacuum lines were plumbed in we had to reroute the oil dipstick tube to the rear of the new lower sitting intake manifold. Magnus recommends tacking a custom bracket on once you have relocated in the area of your choosing. For the time being we ziptied it into place as we will make a bracket once we move to the race motor swap.
The throttle plate coolant heater lines were looped back into the head and the ports to the stock throttle body were capped off.
The Magnus V5 manifold comes with a stock TB to intake manifold adapter plate which allows for the use of the stock throttle body orifice size. We do have to say however that looking at that puny stock sized hole in this huge manifold is comical.
It reminds me of shooting a 44 Magnum through a 22 caliber barrel. To fit the stock throttle body on the adapter plate orientates the throttle body hole toward the rear of the manifold away from runner #1. The throttle body is also turned upside down so the new throttle cable mounting points can be utilized.
All in all the manifold went on without a hitch. There were two modifications we needed to make in order to get it to fit with the INJEN intake kit we are using on the car.
The Magnus V5 intake manifold sits lower in the engine bay for a straight shot into the head ports so the throttle body to intake pipe connection is moved down a few inches. We cut about an 8" section of pipe out of the kit on the riser pipe from below the intake. This allowed the intake pipe to drop to the level of the new intake. With the new intake configuration the stock battery could no longer be run in the engine bay. Luckily we had an Oddessey PC680 small battery in stock. We shortened the stock battery tray and trimmed the battery tie down and it all fit together beautifully.
OK so we've seen it, we know what it comes with, we know how to install it, not how did it perform?
On the Cosworth M2 cams at 0/0 on the Evo VIII we did some testing. Once we realized that #2 fuel pump was not coming on, we replaced the boost switch and were back to testing. We were able to achieve gains of 30whp from 6000rpms+ on the STOCK THROTTLE BODY. We are still on the stock Evo motor so we didn't want to push it too hard. 600whp was our goal and we hit it on the nose at relatively the same boost level as the stock manifold run.
If you have followed our past testing of the car, we hit the following numbers:
500whp on stock FMIC - 93 octane, 1050cc, 32psi
535whp on 4" ETS FMIC - 93 octane, 1050cc 33.7psi
485whp on 4" ETS FMIC - E85, single walbro 1050cc 24psi 100%+ injectors maxed
526whp on 4" ETS FMIC - E85, single walbro 1650cc 29psi 100%+ injectors maxed
571whp on +FullBlown Twin Walbro pumps, 1650cc, 35-36psi 67% injectors
600whp on +Magnus V5 Intake, FullBlown Twin Walbro pumps, 1650cc, 35-36psi 70% injectors
Here is the difference in spoolup between the stock manifold and the Magnus V5 cast unit. Our testing has revealed only about 145rpms difference in spoolup with the stock throttle body. This may very well change with the addition of the 75mm throttle body.
Here are the boost plots for the stock intake manifold vs the Magnus V5 intake manifold. The boost response slightly different between the two manifold whereas the Magnus makes 30whp gains even while boost drops off faster.
Next stop or bust:
6XX whp on +Boomba 75mm TB, Magnus V5 Intake, FullBlown Twin Walbro pumps, 1650cc, ??% injectors on STOCK MOTOR!
Last edited by TTP Engineering; Jul 29, 2009 at 06:54 PM.
Jul 29, 2009, 02:53 PM
#2
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If that chick delivers the magnus, I will not think twice in buying it.
Good work dude. That's some good data to analyze. Skimming through it, it looks like a real winner that might only be rivaled by the AMS F1-I (if those ****** ever release it).
Good work dude. That's some good data to analyze. Skimming through it, it looks like a real winner that might only be rivaled by the AMS F1-I (if those ****** ever release it).
Last edited by redleg225; Jul 29, 2009 at 06:16 PM.
Jul 29, 2009, 04:27 PM
#3
TTP - Good luck with the boomba throttle body, we have the same unit on our car. It's very hard to get the car to idle correctly even on the AEM. It's great because it has the correct location for all the stock sensors, but the idle is very hit or miss and all over the board.
Jul 29, 2009, 05:53 PM
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More pics of the UPS delivery girl!!!
Was their an intake manifold test in this thread? j/k
Good results guys! Thank you for sharing them.
Was their an intake manifold test in this thread? j/k
Good results guys! Thank you for sharing them.
Last edited by ericblackevo8; Jul 29, 2009 at 06:58 PM.
Jul 29, 2009, 06:13 PM
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too many pics to look at my phone. But the girl fit perfect on my phone. Thanks made class in by that much quicker. Why was the manifold made to rotate the TB. Any logical reason for it?
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Jul 30, 2009, 08:53 AM
#11
Man that sounded like a pain in the *** installing that thing. Sounds similar to the work I had to do installing the HKS inlet. Fab'ing IC pipe changes, dipstick bending and twisting, etc...
Jul 30, 2009, 12:45 PM
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TTP - Good luck with the boomba throttle body, we have the same unit on our car. It's very hard to get the car to idle correctly even on the AEM. It's great because it has the correct location for all the stock sensors, but the idle is very hit or miss and all over the board.
What we found confusing for some people is that we don’t use BISS. You have to use throttle plate stop set screw to adjust base idle. We ship TBs from the factory with throttle plates barely open and they have to be adjusted on the car. Boomba idle setting should be as follow:
1. Install TPS and check voltage between ground and pin #2 of TPS connector.
It should read between 0.6 to 0.8 V
2. Start the car and let it warm up. When car is warm adjust base idle speed to desired value using throttle plate set screw.
3. Verify TPS voltage again and adjust if necessary.
It works every time.
Last edited by Boomba Racing; Jul 30, 2009 at 12:47 PM.
Jul 30, 2009, 12:58 PM
#13
We installed Boomba TB on quite few AEM cars without any problem.
What we found confusing for some people is that we don’t use BISS. You have to use throttle plate stop set screw to adjust base idle. We ship TBs from the factory with throttle plates barely open and they have to be adjusted on the car. Boomba idle setting should be as follow:
1. Install TPS and check voltage between ground and pin #2 of TPS connector.
It should read between 0.6 to 0.8 V
2. Start the car and let it warm up. When car is warm adjust base idle speed to desired value using throttle plate set screw.
3. Verify TPS voltage again and adjust if necessary.
It works every time.
What we found confusing for some people is that we don’t use BISS. You have to use throttle plate stop set screw to adjust base idle. We ship TBs from the factory with throttle plates barely open and they have to be adjusted on the car. Boomba idle setting should be as follow:
1. Install TPS and check voltage between ground and pin #2 of TPS connector.
It should read between 0.6 to 0.8 V
2. Start the car and let it warm up. When car is warm adjust base idle speed to desired value using throttle plate set screw.
3. Verify TPS voltage again and adjust if necessary.
It works every time.
Michael
Jul 30, 2009, 09:18 PM
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Are there any other TB that the Magnus work well with. Does it work with the Mil-Spec one? I like the boomba one and so far it looks promising but the price is what is driving me away.
Jul 30, 2009, 09:20 PM
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Mike let me know if this Magnus work with your UICP and with TB you have on. I have people interested in my AMS IC and may be switching to yours soon, but I want to know what the setup on this is and which UICP will work the best.