Admin 3" Long Tube Intakes

juicinjake

The EPS adapter is set at 63mm on the back side to match the stock manifolds, not 58mm. We designed it to perfectly bolt up to a stock manifold. We do a mild port match on ported intake manifolds like the Z1 and others. We also offer a full bore 70mm plate for the aam intake manifold and other aftermarket aluminum manifolds that can easily be ported out to that dimension. in developmental dyno testing we saw more power with a 3" intake and a 3.5" intake (same length, iat, oil temp, coolant temp and everything) on every single test, than we did with anything smaller. one does not reason how airflow works, they merely test it. the tests show that the larger intake tubes made power on all throttle body configurations. Our 70mm tbs coupled with a 3" intake is the sweet spot for most people, and thats why there have been numerous dyno tests that showed this, since i did mine. I dont recommend going as large as 3.5" on the old style uprev vvel maps, as there are some response issues that most tuners wont be able to sort out, but I have yet to retest with the new ones.

Rusty

You have a couple of dyno charts to post up? Civil question.

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"The Difficult Anytime, The Impossible By Appointment Only"
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MoncefVQ

Hi,

I'm Moncef, I designed this intake system. I also tune these cars and other platforms.

The tune is only going to make power when there is enough airflow to support it. VHRs with short ram intakes that I have dyno tuned have gained less power than the same engines with CAIs, not just mine.

The 3" intakes make power with stock throttle bodies, I tested my intakes on a bone stock G37 and made 22whp from just the intake swap and rescaling the MAF. I left the ignition timing, VVEL, and cam tables stock. There was no indirect change in ignition timing due to the shift in base fuel schedule either.

This.

Let me know how it goes and if you need help shoot me an email. moncef.faik@gmail.com.

I have proven that my intakes make power on the stock throttle bodies and on a bone stock car with stock everything else.

This is incorrect, I do not "push" clients to get their stock cars tuned, my intakes hold their position in the marketplace as a final upgrade for people who are wrapping up their bolt-on "builds". I always tell potential customers that it is in their best interest to have at least test pipes and a good exhaust behind their intakes. If they want the intakes and tune beforehand after I disclose this to them, then I'll proceed.

EPS throttle bodies are great to have and yes I sell them. But like I mentioned before, my intakes make power with stock throttle bodies (and stock everything else).

Whether or not they are worth it is subjective, but the cost is a function of the investment in design, testing, production and support. There is no BS that is being spread as I already have proven these intakes make power over the stock ones, and my customers have made power over Injen intakes (~11whp) and Z1Motorsports intakes (~11whp) with mine on both 07-08 350Z HR engines and 09+ 370Z/G37 VHR engines.



Your replacements are almost ready.

Mods - sorry if this is a double post. My original post appears to have been deleted/lost.

If anyone has any questions let me know. I'm not here to push my stuff but I wanted to clear some of this information up for you all.

Eagle

This seems to be the go to response from you and your fanbase whenever someone starts asking questions about why they should go with Admin Tuning. Honestly I'm not sure why this is even a point of discussion, no one is disputing that your setup makes power and no one here is trying to discredit that. The only thing that should be highlighted to potential buyers of this system is that there are additional costs of ownership not needed in other CAI systems...such as the MAF scaling (which if I understand correctly is an ECU tune but limited only to the MAF values).

I think this needs to be clearer because I've seen responses from you on the Facebook pages where you say that MAF scaling is required, from a purely cost based perspective...this is the same as paying for a full blown tune, correct?

I disagree. Actually i think it's quite the contrary, it's purely objective. If you do the math and consider what it costs to purchase, MAF scale or tune and add on throttle bodies vs what it costs to purchase any of your competitors CAI systems and then compare the power gained, you will have a cost benefit/analysis that is going to point them in the other direction.

I've said it before, if your intakes came in at basically the same price or lower than your best competitor and did not require the MAF scaling. I'd probably buy Admin instead of whatever I have now.

Not sure what's going on but you should have no problems linking to anything external to this site... for example I can link to your youtube video from your website

https://www.youtube.com/watch?v=JhcYtV-dvjU

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MoncefVQ

The vast majority of the Z community is paying to get their cars tuned regardless of what intakes they buy. So it is in their best interest to buy a powerful intake in preparation for their tuning session. MAF tuning is done when your car is tuned regardless of what intake it has on it. Buy the intakes, have your shop put them on and tune the car, put them on yourself, have your tuner send you a tune, etc. It is up to the customer, they can pick.


It is not the same as paying for a full tune. If I was approached by a client to do the bare minimum to have his car drive on these intakes, I would charge him for just that, not a full blown tune which involves fully optimizing the car's calibration for the intakes and the user's other mods. Like I mentioned before, the practical strategy for many customers is to buy the intakes to finish out their bolt on combination, and get a full tune from their tuner (or myself if they choose) and continue enjoying their car.

The MAF rescaling was only meant for testing purposes to test the intakes on a bone stock car for those who wanted to know what they would do with all OEM restrictions in place.

Agree to disagree, since my intakes don't require large throttle bodies. If a customer is putting parts on their car based on the typical chokepoints of these engines, they would do it most likely like this:

Test pipes/HFCs
Exhaust (and Y pipe if going single exit)
Headers (optional, worthwhile gain regardless)
Intakes (at this point, they'd be ready to tune the car) + tune

So ultimately, they are spending the same for a tune, the same for the exhaust components, and ~$140 more for my intakes as opposed to G3s (assuming G3s still sell for $495).

Rusty

I would like to see what the power looks like. If it's fattening up the middle also, or is it mostly top end.

__________________

浪人 - 殺し屋
"The Difficult Anytime, The Impossible By Appointment Only"
http://www.the370z.com/members-370z-...o-journal.html

MoncefVQ

It's usually 5,500 RPM and up, but when we tested intakes and throttle bodies together we saw a good midrange gain as well. Throttle bodies typically broaden the peak area and we have seen this on old DEs as well.

I have a couple of dyno sheets here: AdminTuning Infiniti G37 Nissan 370Z VQ37VHR 3" Long Tube Intake System

The one on the Dynojet was the stock car. There is a video about it as well if you scroll down.

The dyno sheet that has a black background was Stillen G3s with stock TBs, vs AdminTuning intakes + EPS TBs. Both runs were tuned. You can see the midrange gain there and nearly 20whp gain at 6000 RPM.

MoncefVQ

I'd love to post them but I don't think this website allows external links, (I have already attempted posting links in this thread) I have them on my site. The gains from an intake swap only, or intake swap + MAF corrections will always show where the stock parts become a restriction. Other parts of the tune will increase power in other areas in many cases.

So yes it is mostly top end, ~5,000 to redline. Still a relevant part of your powerband though.

I had a customer test out Stillen G3 intakes + stock TBs + tune vs my intakes + EPS TBs + tune and he gained a lot under the curve, starting around 4,000 RPM, 20whp at 6,000 RPM, gained 12whp at peak (power jumped from 325whp to 337whp), and 16-18whp from peak to redline. I won't speculate on what part attributed to the bulk of the gains but it was a substantial gain over an already powerful combination.