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intakemanifold

Intake Manifold

Overview

w4a33.com_images_intkemnfld.jpg In order to proper select an intake manifold you should understand everything involved. With auto cars its all about finding the perfect cylinder head combination because you want top end power as well and some low end and mid range power for stall/spoolup on the line. So your trying to find a way to have your cake and eat it to. There are some different ways to go about that. The important thing to take away from this is it takes the right combination to attain this. There are several different things you can do and the opportunity of failure is far greater then success. Thats why the right parts that compliment each other and work together are key to success.

There are three possible variations of cylinder heads. And basically this gets narrowed down to the intake port runner size since we are focusing on intake manifold selection and not differences in the heads. Note: 1G 6 Bolt and 1G 7 Bolt heads are exactly the same with the exception for the head bolt/stud holes being different.

Head Runner Headbolt size
1G 6 Bolt Large Runner 12mm
1G 7 Bolt Large Runner 11mm
2G 7 Bolt Small Runner 11mm

Here is what a large runner intake port looks like compared to a small runner intake port. w4a33.com_images_1g2gcompare1.jpg

Here is an example of the large port and small port cylinder heads next to each other. As you can see the difference in runner sizes between the two. The larger port volume of the large port head has an effect on low end to mid range power but really shines on mid range to top end power. This is due to port velocity. The more power you make the better the large port head compliments the setup. Usually race 2g heads end up ported out to large runner size. The small runner has a smaller port with a differ port shape that has a higher angle to the valve and like mentioned has higher port velocity and that is what helps the low end to mid range power. That is what helps stall converters. (cont below)

w4a33.com_images_1g2gcompare2.jpg (cont from above) The small runner has the adverse effect as the large runner. The more power you want to make the more restrictive the small runner head becomes. Now swapping from large port to small port isnt a simple swap but its not impossible. Its usually just costly. Power can be made on stock port sizes of both. In fact i wouldnt have any of the heads ported unless its by someone extremely reputable that knows that they are doing. There are a ton of ways you can screw up porting a cylinder head and not even know it. Most people see its been ground on and its pretty but i can assure you porting one of these heads by just hogging it out is how you go backwards. Port velocity and port shape is very key and its best to only have those that understand that, understand how the head works now and for sure alterations to make to improve on its performance. Most heads are extremely good from stock. Usually the only thing is a mild “pocket port” which is essentially smoothing out the core shift in the head.

Intakes are not cross compatible. They will technically bolt up but the ledge thats created creates turbulence in the intake port and causes issues with airflow stability, velocity, promotes fuel puddling, and will work against you.

Large Runner

Stock

w4a33.com_images_stk1ginmni.jpg This manifold works very well and its bottom and mid range powerband are very difficult to beat. However this manifold lacks in top end performance. This manifold can be used on any combination but most of the other intake manifolds listed here will produce decent gains on the top end over the stock manifold. This manifold is good for about 6000-7500 RPM or higher depending on camshaft.

Turbo Cyclone split runner

This intake manifold is basically the Evo3 intake manifold for large runner heads. It has two separate sets of intake runners. One set is longer then the other and they feed into a single port at the cylinder head and have a divider much like you see in a cylinder head. It has an actuated set of butterflies in a set of runners. The way it works is off boost the butterflies stay closed and that keeps the air moving through one set of runners and keeps manifold air high velocity and this helps increase off boost throttle response and spool. Then once boost pressure comes on the butterflies go open to take advantage of the large volume to make horsepower. There are several ways to actuate this. You can do it the stock way, use a electronic device to work it or you can do a mechanical setup with an internal wastegate actuator. Be aware that there are stock manifolds out there that arent split runner that say Cyclone. Those are different then these 3 piece split runner cyclones. The top end powerband is slightly better then stock but not much. This manifold is good for about 7800-8000 RPM or higher depending on camshaft. w4a33.com_images_turbocyclone.jpg

N/A Cyclone Split runner

The function of this manifold is the same as the Cyclone except it is a two piece design instead of a 3 peice. It does not say Cyclone on the casting. This manifold is found in EDM Galant Dynamic-4, Galant AMG, JDM/EDM Galant GTi. They are rare items and also have actuated butterflies and split runners. These intake manifolds have a far smoother design with better shaped runners and a larger plenum volume. The top end powerband is a good bit better then the Turbo Cyclone but not much. This manifold is good for about 8000-9000 RPM or higher depending on camshaft. w4a33.com_images_ntcyclone.jpg

JMF Race

The JMF “RACE” version intake manifold is for the daily driven weekend race warriors who want the best of both worlds, more HP without sacrificing a lot of spool and streetability. With over 10 years of proven results, our budget friendly “RACE” version intake manifold is the best bang for you buck. Our latest revision introduces a CNC machined billet runner section that bolts to the plenum for modular functionality. Expected gains can be anywhere from 10-45 HP based on your setup and tuning. This manifold is good for about 8500-9000 RPM or higher depending on camshaft. w4a33.com_images_jmfrace.jpg

Magnus V3

Using the EVO V5 intake manifold as a starting point, we used advanced airflow design technology to match the intake manifold to the 1G DSM head. The 1G cylinder head has unusually large intake ports, originally designed to support a variable runner length inlet manifold design used for a short time in the early 1990s. Conventional wisdom holds that these ports are too big, yet numerous tests and comparisons through our research have proved quite the opposite if you are trying to make big power. The large ports are well suited to the flow requirements of the increased mass and density of the air charge needed to achieve in excess of 1000 horsepower. High horsepower cars require a large volume of fuel (especially in alcohol applications) and the oversize ports in the 1G allow superior inertial supercharging effects. The increased popularity of alcohol in the last few years constantly steered us in the direction of the fat 1G ports. If you want to build the world’s baddest 4G63 motor, all the numbers and the evidence gained through years of racing points in the direction of the 1G head.

With that being the case, the intake manifold needs to be optimized to feed these flow-hungry ports. Using advanced computer modeling techniques and after 7 iterations, we finally achieved the design we were looking for. From 20 PSI to 100 PSI. and from 40 lbs of airflow to 160lbs of airflow, the new 1G V3 cast manifold has equal flow distribution within 1 percent in each cylinder. That’s something none of the competition can even approach. In addition to unmatched flow distribution, the 1G V3 manifold offers reduced restriction and increased flow compared to all our previous designs. w4a33.com_images_magnus.jpg

JMF Drag

The JMF “DRAG” version intake manifold is for the hard core racers putting down serious power. If you need one of the highest flowing 4G63 intake manifolds available look no further. Over a year in the making, our DRAG manifold went through a complete overhaul. No corners were cut when it came to the design and functionality of this manifold. Every component on this manifold is CNC machined from billet aluminum, not a single weld is present. Extensive flow testing was conducted on several prototypes until we found the perfect design with the best balance possible. This manifold is good for about 9000 RPM or higher depending on camshaft. w4a33.com_images_jmfdrag.jpg

Small Runner

Stock

w4a33.com_images_stk2ginmni.jpg This manifold works very well and its bottom and mid range powerband are very difficult to beat. However this manifold lacks in top end performance. This manifold can be used on any combination but most of the other intake manifolds listed here will produce decent gains on the top end over the stock manifold. This manifold is good for about 6000-7500 RPM or higher depending on camshaft.

Evo3/RVR

w4a33.com_images_evo3inmni.jpg The Evo3 intake has a bigger plenum and shorter runners than a 2g intake. This will allow it to make power higher up in the rpm band. It's a nice compromise between the 6500rpm cuttoff of a stocker. RVR Runner’s and plenum are the same. RVR has smaller TB inlet, it doesn’t have the port for the egr (wasn’t used for that tho), RVR also is just missing a couple extra vacuum nipples.

JMF Race

The JMF “RACE” version intake manifold is for the daily driven weekend race warriors who want the best of both worlds, more HP without sacrificing a lot of spool and streetability. With over 10 years of proven results, our budget friendly “RACE” version intake manifold is the best bang for you buck. Our latest revision introduces a CNC machined billet runner section that bolts to the plenum for modular functionality. Expected gains can be anywhere from 10-45 HP based on your setup and tuning. This manifold is good for about 8500-9000 RPM or higher depending on camshaft. w4a33.com_images_jmfrace.jpg

Magnus V4

After endless hours dedicated to creating prototypes, testing and perfecting we had reached the results that we were looking for. The result that we had achieved from the last prototype was up to our standards, was Magnus approved and that is when the V4 cast manifold was born. We dedicated almost two years of research and development using enhanced flow dynamics utilizing CAD Modeling & CFD simulation to develop the manifold. It’s made from A356-T6 aluminum alloy and can be installed in stock location with clearance for the original battery. The Manifold can be configured for 8 injectors using the Magnus weld in dual fuel rail kit and fits factory fuel rail or Magnus high flow fuel rail. Featuring 5L plenum with contoured velocity stacks molded into the floor for huge top end and minimal turbulence. This manifold is good for about 9000 RPM or higher depending on camshaft. w4a33.com_images_magnus.jpg

JMF Drag

The JMF “DRAG” version intake manifold is for the hard core racers putting down serious power. If you need one of the highest flowing 4G63 intake manifolds available look no further. Over a year in the making, our DRAG manifold went through a complete overhaul. No corners were cut when it came to the design and functionality of this manifold. Every component on this manifold is CNC machined from billet aluminum, not a single weld is present. Extensive flow testing was conducted on several prototypes until we found the perfect design with the best balance possible. This manifold is good for about 9000 RPM or higher depending on camshaft. w4a33.com_images_jmfdrag.jpg

Intake Manifolds to avoid

Venom and Slowboy Racing Sheet metal intake manifolds are for some reason sought after. Both of these intakes are very terrible. I have back to back compared them with stock and the stock intake manifold picked up quite a but of midrange power and spool over them. Do not use these. They are seriously junk with no R&D. They are also known to crack and burst.

intakemanifold.txt · Last modified: 2020/05/17 18:27 by admin