New Intake pipes from filter to turbo will be made next week. Going from 2.5in to 3in. to match the intake size of the turbo.

This makes sense some GTR guys are using tubular manifolds with the same size turbos you have along with 3.5 inch down pipes.

Can you find out what AR they are running on the hot side please.

It is kind of crazy where we have ended up. All the great things in the past we really needed we couldn't use because nobody could keep the heads sealed up. Now, that issue has been figured out we need some of these parts and pieces to come back.

I don't think I ever posted my interim dyno graph. Give me a few and I will.

I believe you are going to find that the FI manifolds will take you where you want to go! When you are looking at a part that flows... whether its fuel system, cylinder head, exhaust pipe, intercooler, throttle body. Remember that there is no airflow/fuel-flow limit to any one of these components. As flow goes up, pressure will go up. Pressure drop across the A to B increases. Efficiency starts to degrade, but it never hits a wall and just stops. This is why the duration/length of a restrictive cross-section is equally important as the cross-section size itself.

As for the GT-R community.. look at the stock turbo manifolds for the GTR. They are integrated to the turbine housing (excluding 2020+ where they separated manifold and housing). People are upgrading the stock turbos from mild to wild, anything from just changing out the wheels on the stock CHRA and machining clearance in the housings, all the way to welding up the CHRA area to put in much larger turbos... and making 1200+ whp through the stock manifolds with stock internal wastegates (upgraded actuators). Those are some small manifolds!

As for CJM manifolds... I have been too busy to mess around much with fabricated products the last 2 years since I am not efficiently configured for that type of product. But I believe I did mention to you that I am in talks with someone who has been prototyping some cast stainless manifolds for the VQ that should meet your needs easily. I dont have a timeline nailed down with him but it sure looks like its close. Unless he falls off the earth I feel like he will have them done before the new year, if not any day now.

Interim, work in progress. Ethanol Content was 75% with Ignite Red.

[IMG]https://live.staticflickr.com/65535/...c4579707_c.jpgInterm dyno graph by , on Flickr[/IMG]

Dyno Graph looks great. If we can get the IAT's under control it will look much better.

Nice! Is power dropping off early due to high IAT's

That or hitting the turbos limits. IAT's of 152 deg. F did not help.

Bringing in this back for comparison. This was on Ignite Red with Ethanol content of 85%.

Hopefully it's IAT'S and the new ic fixes that. It'll easily hit 1000whp

Ethanol content was only 75%. With 85% it will have more also. My old dyno graph was at 85%. It is full to the brim in the tank. Not too worried about that. Let Nick finish it on that. At 87% it will be even more.

At 92 deg. ambient, which is hot as heck, it actually is really good. With all that working against me I am still happy with it. If I can make the same power on only 28psi of boost and Ignite Red content of 75% I will be happy.

Picture of the FI intercooler. Notice how the end caps slope down to the center. This is the problem. Need to flow the same volume of air from the 2 1/2in. diameter pipe across the whole core. Notice how it only appears to have enough volume until half way and then it really get's bad. Everything that I have read says this is a problem with the endcaps. Anywhere that the air has to speed up will create heat and a pressure drop. I guess we shall see if that is correct or not.

[IMG]https://live.staticflickr.com/65535/...a50a1dc8_b.jpgFI intercooler by , on Flickr[/IMG]