:leghump:

Yup we will use our existing intercooler kit and just make a custom end tank for this build.

I can't wait to see Justin's car up and running with the new intake/intercooler setup.

I was thinking from most of the other turbo kits just the difference from their location going to the stock location ... to add this manifold to a existing kit ... you would add 4 90 degree elbows ... I guess it wouldnt be a big difference and you prolly gain more from the intake design than the flow would hurt you.

You could just buy a new intercooler and eliminate that issue.

Ya it won’t make any difference. You’d want to toss all the upper piping any kit came with and start from scratch. You can go straight through the core supports like we do then behind the rad right into each throttle. All the other kits snake around the outter sides of the core support and fender liners and have a ton of bends anyway, so you can end up with something better off or certainly no worse than you already had. Although we don’t really see a reason to not just go over the top of the rad and make it much more tidy. All the core support components bolt in and out, so no permanent changes to the vehicle need to be made.

any idea how much performance over a ported upper and lower intake this would make ? ...those was seeing 30 ish hp/tq with a boosted car ...to convert over would be intake and new intercooler which would be 4.5kish ...granted it by far looks the best

Is there a price listed for this manifold yet?

Cuz if your $4.5k doesn’t include the manifold, there’s no way it costs that must just to buy a new intercooler and intake piping over the radiator.

CJM Billet Intake Manifold
 

Phunk- Where are y’all putting the MAFs or would this have to be density tuned off a new MAP sensor?

Edit - stupid iPhone autocorrect

In this thread he said the intake was 3k ...and if you replace the intercooler to match it I would assume 1200 ish .....then retuning etc ....this would be a pricy upgrade over a ported upper and lower if the performance gains are similar

I didn’t catch that. Then, yeah that’s probably about right.

This manifold is so you can run over 20 psi of boost without blowing the plastic manifold to pieces. If you have a properly built motor, right fueling mods (injectors and fuel pump volume), and the proper turbo's, then this upgrade is for you.

Charles, with the big FMIC you use for your build, incorporating the crash bar, and OEM cold air ports for the OEM filter box pipe routing...would you offer the FMIC with a single inlet, dual outlet configuration?

The BP charge piping is essentially identical, and it could be an off the shelf upgrade for this massive FMIC.

I wouldn't mind trying it on my build coming up here in about a month if possible.

This is my current out of the box configuration:

https://i137.photobucket.com/albums/...d/IMG_7326.jpg

This is the one I am referring to:

https://i137.photobucket.com/albums/...pswmig10df.jpg

We took the stock intake, no porting, to 818whp at ~17-18psi, which felt like we still had a fairly efficient and well matched combination. Perhaps it could have made another 30-40hp at the same boost with porting? That would be pretty wild... though I am skeptical; our turbo system still had plenty of headroom. Without knowing the test circumstances, I am guessing that if someone genuinely found 30HP in porting, they were possibly asking their turbo system for all its got. I dont believe we would have seen those results.

On the 818whp pull, the stock intake was showing no clear signs of becoming a restriction. This makes it difficult to estimate potential gains from changing to our intake. So far, it appears there would be virtually no gains at this point, even if our manifold had the potential to facilitate more airflow. When the existing resistence to airflow is so minimal, the potential reduction in that resistence is equally minimal. The boost levels were not choking us, so I dont imagine we would have found any worthwhile gains in swapping to our intake on that day.

I think we will need to increase the airflow volume a bit further first to find the point where the stock manifold has become a bottleneck. Until we find that point, there is no easy way to estimate when the potential of another manifold will come into play. I currently feel that up to the 800-900hp level, with a turbosystem ideally configured for that task, there will be little gain to find over the stock manifold.

In conclusion, we have no expectations of gains over a stock or ported manifold under the conditions we tested the stock manifold up to. We are crossing our fingers to merely do as well up to that point, and then continue to do well as we take things further than was possible with the stock engine and manifold.

Currently, It is my belief that (in turbocharged applications where the turbosystem is operating well within its efficiency) there is nothing to gain in changing the stock intake manifold out in an application that would not have burst it open. I think you would do that before you found it to be a bottleneck worth addressing, thus I question if it is even possible to demonstrate the potential gains if we will have to exceed the physical limitations of the stock manifold before we could find them.

We have some Titanium MAF flanges that we will place in the tubes between the throttles and top end tank. This car runs speed density under high load, but uses the MAFs for light load.

To be entirely frank, this manifold and intercooler arrangement would most likely be a practice in futility if the intentions were to find significant power gains in applications under 1000hp. Our DE manifolds picked up HUGE power gains, but that is cause the stock DE manifold sucks. So far, the VHR manifold is very comfortable at power higher than almost anyone is running a VHR.

At least, that is my GUESS. Perhaps I am wrong, and perhaps we will be pleasantly surprised to see dramatic effects come into play much sooner. There is just one way to find out.

That is planned. We have had some single turbo customers ask if we would build a single inlet end-tank for the bottom. After we finish up the jig so that we can build them more easily, it will be no extra work for us to just put a single inlet end tank on the bottom instead of the dual.

It will be interesting to see what Justin's car lays down on 18.5 psi of boost with this intake. I am wondering how my car is going to do with the Fast Intentions intercooler and only 2.5in piping compared to Justin's car and 3in. piping with your monster intercooler. My turbo's will be a little different but I have upgraded to a Xonarotor turbo's that are similar to Justin's GT3076 turbo's.

Justin also has 11:1 compression in the build and jwt s2 exhaust cams. 18.5psi if held to redline should be a whole lot. On the 818whp stock engine pass, by the time peak power occurred, the boost limiter was kicking in (it was initially a slight overboost condition). So boost had just begun to fall. We think that if boost remained at 18.5 to redline the power would have continued to climb. After the pull, the decision was made to raise the limiter and use this boost table as the “kill mode” for special occasions.

Cool, sounds like we will have similar builds with the exception of the open deck modifications you have done. I am still on the open deck block with whatever MA's machine shop does to hold it together. They said they have never had any issues. We shall see on that one. I am cool with whatever happens.

Yep; looks like it maxed out the turbos; as the AFR got rich as boost pressure dropped.
I’m still on a huge learning curve with this,,,but trying to read these graphs correctly :ugh2:

Boost pressure dropped due to the boost limiter engaging as the boost table slightly overshot the initial target boost. We will be/try taking those same turbos to over 1000whp this year.

Definitely wasn’t starving for fuel...that’s a good thing:tup:

Exceptional Products Mr. Charles :tiphat:

Those were id1300 and a 340/450 twin feeding off the shelf s1.se fuel system. This year it’s id1700 and same pumps to start. We will likely upgrade to twin -6 hoses between pump and filter. Perhaps swap to parallel rail plumbing and call it the new s2 kit.

Looks like you will be up and running before me. We should have some good notes to compare when I am up and running.

You know your fuel systems & weather you’re running quality e85,90 or 98...I’m sure you dial in proper wot afr as well :tup:

He's got the master handling the tuning. Sebastian, I may have to do the same.

I will be using twin Walboro 450's and ID1700's. I have your fuel rails too. The fuel lines will be MA's custom build. They have a way they like to build them. I'm cool with that.

Yup this car is tuned by Seb. I tried learning ECUTEK on this car and I threw in the towel around 500whp as that software and I just didn’t get along so well. I was too busy to spend days/weeks on the dyno to master it and it made a lot more sense to just fly Seb out and get it done by someone who tunes every day. We were quickly exceeding the realm of a casual tuner anyway.. the only 370z I tuned before it was my own (670whp Uprev).

As for e85 blend, i don’t think we know what it was that day. We never really paid much attention and I don’t recall Justin bothering to find the best blend, and that isn’t his style either. I have an e% gauge in my mustang and with the blend variances we run into it never makes enough impact to worry about it. Your mileage may vary based on geographic location.

Guess we are burning the midnight oil tonight.

Midnight “Alky” lol :icon17:

Good info .. I was using SOHO dyno charts that he advertises for his ported upper and lower intakes

This Z is going to be drinking corn like an alcoholic. :rofl2:

If it works it works! Up until then all were able to do is speculate. It will be great if we see some meaningful gains early on that could imply serious gains further up.

Ahh Charles Allen Poe

um if that's the case route it for OEM piping and take my GTR lol

it'll be sitting in my garage for the next 3 months or so.



i actually think it could work with oem/stock location turbos with how some of the big race intercoolers now route straight out on the top and drop the intakes low vs where most would almost 90 degree down to enter the top on the intercooler.

Justin just installed a new clutch and slave setup and now the car is driving. Road tuning with Seb starts this weekend. If the car makes it entirely through that without trouble, it should be on the dyno next week.

Edit: The stock hood closes over all this. It was trimmed on the underside, but it shuts. It will be on soon. Strut bar fits (with some small spacers) as well.

:tup:

:yum:

I'll take one. I don't care how much hp I lose.