Uber modified stock evo intake manifold vs DI SMIM

[scheides]

Riiight, you were one of us not long ago cher, and you still are at heart ;) Did you buy an IX yet? :)

Damn this thing is sexy:
http://img.photobucket.com/albums/v224/jrod@buschur/v21-1.jpg

http://img.photobucket.com/albums/v224/jrod@buschur/v23.jpg

http://img.photobucket.com/albums/v224/jrod@buschur/v22.jpg

http://img.photobucket.com/albums/v224/jrod@buschur/v24.jpgv

[TkrPerformance]

so it is just extruded honed then

[At-Least-It's-An-Evo]

Version (-2) came out!

Limited time. $350 + core + Evo9!

[Shane@DBPerformance]

It's nice how that car on the dyno sheet revs so high all the way to almost 7500rpms showing how these intake manifolds really perform uptop; ugh.

Fuck yea, no reason to rev it out to stock revlimiter!

[scheides]

I guess the car was basically out of gas (C16) when they performed these tests, thus the low rpms... ?

[Pushit2.0]

After peak torque you need less fuel the higher you rev the engine, unless you have boost creep or something like that. Why not over lay this with a stock intake manifold on the car?
~John

[Shane@DBPerformance]

VE or pulse width might be highest at peak torque, but duty cycle and fuel needs will often continue to rise with RPMs.

[dumb_ricer]

The way I have always looked at it, is that you will run out of injector at peak torque, but you will run out of fuel pump at High RPM's. Dyno results seem to agree with my thoughts in my experience.

At peak torque if the duty cycle is 100 percent, you are out of injector, after that point, you won't run out of injector, but because fuel flow still tends to increase (especially on cars with long powerbands) fuel pumps will die out at high RPM's if the car is still making power.

[scheides]

After peak torque you need less fuel the higher you rev the engine, unless you have boost creep or something like that. Why not over lay this with a stock intake manifold on the car?
~John

Not at all in my experience, but what does that have to do with anything? He was literally out of gas, like tank empty....didn't want to run out mid-run, ya know? And that overlay has already been done....allow me to spend my precious time (;) ) enlightening you....

This is the DI mani w/ 3" TB vs ported stocker w/ 65mm (ported stock) TB:
http://img.photobucket.com/albums/v224/jrod@buschur/peteRanothersheet.jpg
gained 36whp and 32wtq over ported stock stuff, which is worth 10-15whp over untouched stock stuff.

VE or pulse width might be highest at peak torque, but duty cycle and fuel needs will often continue to rise with RPMs.

right on, batman!

The way I have always looked at it, is that you will run out of injector at peak torque, but you will run out of fuel pump at High RPM's. Dyno results seem to agree with my thoughts in my experience.

At peak torque if the duty cycle is 100 percent, you are out of injector, after that point, you won't run out of injector, but because fuel flow still tends to increase (especially on cars with long powerbands) fuel pumps will die out at high RPM's if the car is still making power.

This is not at all how a real car reacts. IDC seems to be more a function of horsepower or airflow than anything else. My car makes peak IDC at about 7100-7300rpms, which is where peak horsepower is.

[Shane@DBPerformance]

Duty cycle determines when you run out of injector. Duty cycle is effected by both pulse width and RPM. Torque, pulse width and VE follow the same curve. Duty cycle does not. With higher RPMs, there is less time for an injector to be spraying, so it maxes out easier.

At 5000RPMs 16ms of pulse width might be around 65% duty cycle, but at 8500RPMs only 14ms of pulse width is 100% duty cycle. For example a 300whp B16 turbo Honda that makes peak power at 8200 RPMs will need more injector than a 300whp fwd DSM that makes peak power at 6500RPMs, but more torque than the Honda. A set of 450cc might be good to 300hp on most DSMs, but only good to 275hp on high reving Hondas.