Uber modified stock evo intake manifold vs DI SMIM

[scheides]

So Driven Innovations is the SMIM of choice for a lot of evo guys now. Well this guy that was deep into engine design for high-end race cars got involved, and started modifying stock manifolds to yield similar results. V2 of the manifold was just tested, and the results are astonishing.

Here is the dyno sheet (the solid line is the DI intake, the dotted is the Indy):


Freaking INSANE when you consider that the DI manifold was done with a 3" TB and the Indy mani was done with a ported stock TB (65mm, 2.5"). These numbers are 40+whp over what a stock intake manifold would produce.

More info here: http://forums.evolutionm.net/showthread.php?t=352290

It would be *really* interesting to see what one of these would do on a maxed out IX or Evo Green car...

[turbotalon1g]

Thats fucking sick. I wish DSMs had the same thing.

[scheides]

Update, the SMIM & 3" TB this is tested against are $900 and $600 respectively. So really this "Indy v2" manifold is $1550 + $300 for the 65mm ported tbody. $400 extra to run a stock appearing manifold that makes similar power, and you can run all of the factory sensors, mounting brackets, and even emissions equipment. Not bad.

Also, the SMIM runs were done with a slightly slipping clutch right around torque peak, so the numbers are off slightly. We'll see what happens when its re-run out to 9,000rpms.

[TkrPerformance]

nice one a modded stock intake mani but the price is just dumb
The V1 intake is going to be $1350, you must send in a core.
The V2 intake is going to be $1550, you must send in a core.
I could never spend that much on a oem modded intake.

[Kracka]

Sounds like there is going to be a v3 too.

[tpunx99GSX]

Originally Posted by TkrPerformance

nice one a modded stock intake mani but the price is just dumb
The V1 intake is going to be $1350, you must send in a core.
The V2 intake is going to be $1550, you must send in a core.
I could never spend that much on a oem modded intake.

DAYUM i spent less on my Magnus SMIM. and that is usually not the case.

[Super Bleeder!!]

LOL 1300 bux+ for a modded stock intake? LOLOLOLOLOLOLOL

Good results....but the price is not justified imho.

[scheides]

Considering its way cheaper and outperforms the HKS Kensei and Full Race Hypertune ($2000 each) which were the front-runners in power before, this is pretty spectacular bang/buck.

[scheides]

I guess they're gonna do a v0 'street' manifold for $575, we'll see what that does performance-wise.

There will be no v3 as of now, they're going to work on a mani for the evoX now instead.

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

Originally Posted by scheides

I guess they're gonna do a v0 'street' manifold for $575, we'll see what that does performance-wise.

There will be no v3 as of now, they're going to work on a mani for the evoX now instead.

Ha. Oh Evo owners....... v0 is probably a stock one they send back to you after you send them yours!

I'm gonna make a v(-1) and fill in the runners with JB Weld for only $450.

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.

[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:

[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]

Originally Posted by At-Least-It's-An-Evo

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]

Originally Posted by 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

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:

gained 36whp and 32wtq over ported stock stuff, which is worth 10-15whp over untouched stock stuff.

Originally Posted by ecoli

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!

Originally Posted by 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.

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.