Harry forgets to read the analysis as usual. Ohhh and btw more dyno numbers are coming from NA and turbo applications. Needless to say the manifold makes more power 5 psi to 5 psi... As per my analysis you can see gains throughout the power band... But hey I already know Cosmo doesn't want to see this product succeed due to his prejudice and hate. As for a pull one and install another the same day from a third party well good luck with that... That's a big ask from most people especially given the time frame to do the work and be on the dyno. The best you will get is like comparisons right now and the dyno sheets posted above have been explained. It is not deceptive when you provide a same psi graph and then show an additional graph at a higher psi showing what you were able to do.

Update: Just wanted to pop in and say I haven't fell off the wagon - my company sent me out to Texas for a month to work. Didn't see that coming so quick, but hey, overtime and benefits are calling my name.

My plan is to install this setup next month with a custom return fuel setup, and also later adapt to the CJM road race fuel pump setup as well. I'm still trying to work out how to dyno this fairly - I severely doubt I can install all of this in one day, let alone between dyno sessions. Maybe I can do a two day deal, and just do some correction factors.

Awesome man! cant wait to see yours and others results in addition to mine.

What are the ports in the end of the balance tube of rjm kit

Those are for your PCV tubes

Another dead thread / unfinished RJM build with no results?

OP, give us an update.

what happened to Jake Justice and NA testing????

Jake had not finished his testing and was in the middle of other business testing when RJ MFG sent him the conversion. Being as I know what is going on I dont see an issue with him taking his time with it. But many of you dont get to see the behind the scenes and I totally get all the questions.

At this point RJ MFG has focused on this for the Forced induction market. However, I will talk to the parties involved and see if there is a way to get the NA portion back rolling again. For those who dont know... They just had another car make 70+whp with just changing the intake from stock and a slight retune for the higher airflow!!!! Thats massive gains on the same PSI level...

Anymore news on these? The AMS GTR intake looks awesome but dang it is expensive.

Op- been waiting for some NA results...surely, it's installed by now. Where are the results, man?!

Didnt make power, sold it. Now he won't post about the subject anymore.

If that is what happened. He needs to come on here and say so. Then close the thread. Otherwise, people will be calling BS for a long time on him. Which is what I don't want to happen.

It would be nice to know for sure. If the only ones needing this upgrade are turbo cars pushing the HP up and increasing the boost to 25psi plus, it's all good.

True. lot of single turbo guys are losing alot of top end power. My buddy twin set i think is the only one to make power with this conversion. ( None stroked vhr, moses and mike are stroked). He made 790whp.

Hojo1078 made over 800whp at 30 psi with this setup. Most of what I know is that folks are having over heating issues with builds over 800 plus setups and I have only heard of one single turbo that reported losing power.

I think the learning curve on plus 800whp builds is still very steep. I don't believe there are that many and we keep hearing the same stories from different people with their twist.

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I dunno, i talked to a guy at z nats who ran the same up at and lost 40whp up top, and seen a couple of guys here on the forum say the samething. There is a guy claiming he will make a,1000whp with a single, but won't post anything to back it up

Heat issues come from stroking the motor. From what I've read

Tt nismo hasn't ran into Any over heating issues but he is on E and running 300v 15 50 or 15 30

Also heard from someone who really knows his stuff. It's from running a closed deck. The closed deck supposing strengthens the top of the cylinder, but opens up another can of worms for cooling.

I really doesn't seem to matter closed deck or not as both setuups seem to have the same issue. I don't here of these issues with 700 or less horsepower. GTRs are closed from the factory and in theory there shouldn't be much of a difference.

SOOO many stories lol. My buddies 800whp Z had no over-heating issues while racing at road atlanta and no issues when running on full kill mode during mexico runs.

ARe those issues with 3.7 block or stroker builds?

You know the guy who told me this.

Most are strokers as you have stated. I only know of a couple 3.7 blocks and a half dozen or so builds over 800whp. So if I am off by a half dozen then that still isn't that many. The cost is prohibitive for most to consider a build of this magnitude. Mike said he is done after this build.

ok let me clear some of this up... Since I have run stroker and non stroker.

Storker kits do generate more heat not a lot more but they do generate more heat due to a longer stroke.

There is no correlation between closed deck and open deck to heating issues. The closed deck while reinforcing the block does not hamper the cooling capabilities of the motor. All cooling channels remain intact and there is no obstruction.

However, a closed deck does allow the heat to transfer more easily to the outside of the block to dissipate. Now there are a few things people can do to help with that dissipation including thermal dispersal coating on the block, inter-cooler and intake tubes.

As most of you know the VVEL generates a good bit of heat and if you have taken VVEL apart you would see why. I know RJ MFG is looking into adding oil squirters in the heads to help with cooling but this is simply just in a testing phase at this point.

The Problem some people are seeing is a combination of elements leading to hotter than normal operating temperatures. Please remember when you are pushing a block past its recommended operating cycles you will face obstacles.

Items that will cause more heat in the block:
1. improper mix of coolant distilled water
2. Long Stroke (stroker kits)
3. VVEL
4. Large amounts of boost and no head work
5. Higher boost on lower octane
6. Inefficient turbo kits and hot IATs
7. Non Ceramic Coated or heat wrapped turbo manifolds
8. wrong headgaskets
9 wrong oil viscosity
10. not enough airflow to radiator
11. too small of an oil cooler.

These are just a few...

I agree with that