He is a giant teddy bear. Nicest down to earth guy I've ever met. Knows his stuff too.

 

Ops, sorry DI. Most sheetmetal intakes don't use tapered runners, should have double checked though.

I was aware that you offset the TB for that purpose, it was just a general comment about raised inlets not always being better. I've seen numerous examples of raised inlet manifolds that were done incorrectly and likely perform worse than a radius inlet on the floor.

One area I do see a slight potential benefit on the AMS is that they transition to a circular cross sectional area. The benefit here is a circle has the lowest perimeter length for a given cross-sectional area. Perimeter length has an impact on flow loss. Also, circular cross sections promote more uniform airflow profiles which provide lower flow losses. None circular cross sections can be used to enhance other flow qualities though, like inducing tumble at the valve and improved atomization, so it's by no means a "circular runners are always better" claim.

 

Sean, you wanna test ours, let's see if I learned anything doing more EVO intake manifold testing than anyone else.

 

This i would be interested to see.. still never in my life have a seen 1 part on a car tested so much... Not 1 other make and model that i know has so much testing on 1 part.. I commend Sean for doing this testing along with you who has about 10k hours invested in it as well..

Mike

 

In designing manifolds we always design our runners to keep the shape of the intake port. We try to use tapered runners on all of our manifolds. Raised stacks are not necessary and as long as they are designed right. We make our plenum flange from 2.5in thick billet aluminum so we raise them to keep the flange thin and light.

I feel our runner shape, taper, and stack is optimal or very close to. The biggest differance in the manifolds is the plenum size. I honestly would love to see what would happen at high boost 40PSI+!

 

Im No "Engineer" but from my findings RPM has quite an effect on HP along with boost level.. The higher the RPM the more plenum needed so it isnt sucked DRY so to speak..

Mike

 

You are correct and that is why we offer two different size plenums, but bigger doesnt always mean better

With more boost other factors come into play like runner and stack design. Plenum is not everything.

 

I feel for guys who are business producing the "Most Controversial " part on an Evo.. We had great success with your manifolds on EVERY car we ran it on.. Ill explain something also that might make a little sense or none at all..

Here is my personal issue with Intake Manifold Testing.. The way i feel it needs to be done is at the track.. Now the issue with that is HIGH HP EVOS cannot put together 10 consistent passes in a row.. what needs to be done to test a manifold properly IMO is to run the car at the track over and over and see where it picks up.. MPH, ET ETC.. A domestic that runs 8.01, 8.03, 8.02, 8.00 over and over can swap manifolds and see if it actually works.. We dont really have that luxury with the POS evo drivetrain..

I was lucky enough to do that with my black car when it was slow.. run 9.6-9.8.. My car pulled 1.42-1.43 60fts on just about every pass , never broke 20 passes in a row..

I ran a CURT BROWN fabbed manifold on the car for a while and then I got an idea to run someone elses BEAUTIFUL manifold because it HAD TO WORK i thought..

Well the car lost .2 in the 1/8th and a few MPH.. Which slowed the car down in the 1/4 mile as well.. I called curt and explained and he said believe it or not that POS manifold you had on the car works and i tested that manifold you just tried and had the EXACT same results.. Im not going to say which manifold but CURT could vouch for me..

I went back to Curts manifold and sure enough it worked.. How was it that a manifold that made less HP on the dyno actually was quicker at the track?? That is REAL WORLD TESTING with results i could not deny...

Mike

 

Did the higher HP intake on the dyno have more HP/TQ in your operating range? Thats the only thing that would make any sense to me is if it was just peaky and didnt have a range that fit your power band....

 

It had more HP & TQ from 6k up which was where the car stayed at all the way down the track.. Left the line at 6k+ and stayed up there every gear..

Mike

 

I know boost response time and obviously shifting times and MANY other aspects have a lot to do with a 1/4 mile pass. Just very weird if all of that was in place why the car when making more power was.... slower. Leads ya to believe that the dyno was a liar

 

My car was consistent.. I drove the same times every pass.. Myself and another person found the same.. What it tells me is that a manifold reacts differently going thru gears on a track then it does making 1 pull on a dyno..

 

Did u ever try and simulate going through the gears on the dyno to see if you could figure it out? Not only through the dyno pulls but through the logs of course? I know ur confident in your driving and that Curt said he seen the same thing... i believe you there as i have seen ur cars make some passes and you definitely dont give it any room to be a dog on ya thats for sure lol! Also i must add just for clarity that im not trying to doubt you, but to me its just odd..... And hell Curts cars are different animals down to the ceramic wheel bearings etc. That guy can make any setup crazy fast! He has a lot of little things/tricks that he does that really add up The guy knows what hes doing without a doubt and is a wealth of knowledge which is obvious.... What did he think about this? And were there any boost changes as u were going down the track and how many times did u try this manifold out that went slower but somehow made more power?

Another Q for you... Did it gain MPH through the 1/4 with this more power but slower ET manifold? Sorry for all the questions but im just trying to understand how a car thats making more power in its operating range can go slower IF and a big IF everything was in order... 60ft, over all traction, weather and track conditions etc....

 

It was down on MPH and ET.. I dont have logs from the runs to know boost on each pass but if i was maxed out on HP on both manifolds and still the lower dyno HP manifold seemed to make more HP at the track it would see you would go with what makes your car faster not with makes the higher dyno #..

Of course the test wasnt scientific and i dont have much data but it was funny without knowing that i did the same thing curt did and had the same exact results on the track with the same 2 manifolds..

Mike

 

So do we have a winner for the best manifold yet??? AMS, Buschur, DI, Magnus, or Wilson???

From what I have read, the ported stocker is the best for under 550WHP???

Has a casted manifold set any records or is welded still the king?