i saw about 6-7whp gains which for the price on the spacer it was great .... looking forward to doubling that with this manifold and taking it to the next step

 

pretty good~~

 

Where on the plenum did you guys tap for all the sensors

 

A picture would best explain, but on the back there are 3 1/8NPT ports. 1 barb fitting is included for the EVAP solenoid vac line, and the other two come with plugs. Those could be replaced with barbs for FI setups needing vacuum sources.

In the Cosworth plenum package you will find a new hose and check valve for the brake booster. In the plenum there are two ports which receive barb fittings - one for the brake booster and the other for the passenger valve cover.

The package also contains a bypass tube for the coolant lines that run through the stock plenum, and new nissan gaskets for under the plenum and the throttle body.

 

Thanks!

 

Hal
whats the height of the cosworth manifold..and how is it compared to the height of the stock pieace (upper+lower collector)


Looking at the piping of the turbo kit..it seems that its same height

Thanks

 

why do you think it spools slower than stock?

 

Does the cosworth clear the crawford strutbar???

 

if the crawford is > or = to stock, then yes

 

Is that the SFR Coolant and PS Reservoir in front of the plenum?

 

Based on the info thus far as far as an upgraded intake manifold is concerned the Cosworth is a disappointment. Sure it shows that it flows more air volume and is more efficient than the stock plenum. BUT all it really does is elevate the powerband the same amount across the board. You don't see it making big power on the top end and holding it (it starts dropping off after 6500rpms). A good upgraded intake manifold should change the profile of the power curve to show that it can breath significantly better at high rpms. The cosworth does NOT do this.

You can do the same thing to the powerband by adding 2lbs of boost or less on a 3.5.

 

elevates the power curve at the same boost level...that's a good thing. Sure you can run 2 more psi of boost...and that in and of itself can be a risky, if not impossible proposition for some depending on the rest of their setup (as far as fuel, etc is considered). You could also run the manifold AND increase the boost..and the gains would be that much more substantial

As far as it holding power to redline, without knowing the rest of this build, no one can say what the trail off is due to. Heck you can look at my dyno, which is not an FI car at all, and power climbs to redline. The AR of the exhaust side of the turbo, headwork, cams, exhaust manifold design and construction, exhaust, all will play a big role in the overall power curve of any turbo car car. What this dyno shows on this car is simple...at the same boost level, from 4700 rpm upward, the manifold alone had substantial gains on the subject car.

 

Looks like it is.

 

so why does it spool slower? anybody?

 

^ Intake manifolds are rarely a "one size fits all" deal. Its why a lot of factory manifolds have dual length runners, to provide both low end torque and high end hp.

There doesnt seem to be any secret that Cosworth has designed this manifold with high end, FI power in mind.

 

any graphs on a Vortech SC yet? Curious to see what this does as the Vortech pulls to redline.

 

is it safe to say this manifold works better for cars that have cams, head work, or headers?
Those types of things let the intake manifold work more efficiently

basic turbo setups don't have any of those while a monster setup would

the 06 engine basically has more aggressive cams, variable intake timing, and slightly different exhaust manifolds to breath better compared to the original VQ


this is the same sorta thing why SSV guys with headers/cams/headwork have seen gains while everyone else hasn't and even seen losses

 

hey i want those headlights.... let me get them

 

anyone else notice this thing looks like the plenum out of the new gtr?

 

that would be because cosworth designed that one too