Shouldn't have to. Just don't use the CA extension part of it.

 

If you want my opinion, 5/8" spacer is too much. 5/16" is plenty. Too much plenum volume and you WILL lose throttle response, and your WOT power will only be SLIGHTLY better.

Remember there are diminishing returns after 5/16" .

I don't like long tube CAI's (read what I wrote in the top 100 questions thread). If you want a CAI I would go for K&N typhoon. It is kind of like a popcharger, but it has a cold air scoop that feeds into a cold air box. It's probably the best intake out there except for the Gruppe-M which is like 5 times as expensive (but accomplishes the same task as the typhoon)

From most of the dynos I've seen, headers are a worthwhile mod. But they will work best with a matching exhaust system: HF cats, test pipes, etc.


Unichip is fine as long as you have a tuner

 

Thanks for the useful info. Yeah like I said before I probably wouldn't have gone with the Injen CAI if it wasn't given to me. The 5/8" does seem like overkill but then again I got it brand new for a little over a $100. If I don't like it I can always resell for about the same price (I think retail is around $200). I'll definitely be looking at the HF cats though. And last but not least I'll have a tuner that lives right down the street from me <--- in a "Borat" voice ... "Niiiice".

 

I'll keep that in mind. My intake vent on my bumber would still be kind of functional if I kept it like a "short ram" intake.

 

Awesome thread!

If I am not getting a tune right away, would I do damage to my 287 motor if I used both the 5/16th spacer and the MREV2 for a few thousand miles without a tune?

To be ricer... er, I mean honest about it, from what I've read it seems the spacer gives more of a "growl" than the lower plenum, but I want both the maximum growl AND the gains of the plenum... but it may be months before I can find a shop able to tune it.

I just don't wanna mess anything up.

 

No. Many people have them on their 287 engine with good results.

If there was any condition that wasn't good for your car, you would notice it as ping or a loss of power. If that was the case don't drive hard or race it untill you get a tune or reflash.

 

Hey, quick question. I have both the MREV2 and the 5/16" spacer on my 287 motor. I recently noticed that the plenum gets extremely hot after being driven (while engine is on and after shut off). It used to stay cool when the car was moving and it would get pretty hot after shutting the car off. Now, it seems like it's always hot and stays hot for a long time. Do you know why that might be?

Also, in TX, with ever fluctuating temperature (gets extremely hot during summer) and high humidity, should my CCV be parallel to the line or the other way? I can't remember which was on and which was off.

 

Yes, the plenum will always get hot a few minutes after shutdown. That is normal.

But it sounds like your CCV may be set to the "ON" position. The slot should be perpendicular to the valve body.

 

I'm thinking about picking up this MREV2 after reading this thread...

I have an '06 rev-up, I already have an AAM spacer, would that work with the MREV2? Does the MREV2 have better gains since I have exhaust + test pipes?

thanks

 

Yes, it will work with the AAM spacer. And the gains seem to be the same with or without other types of mods.

 

That says alot about the MREV2...alot of people seem to think the gains arent as large once other mods are performed before the MREV2 but if you can still gain 15-20whp on top of exisiting mods... tough to beat

 

The MREV series has been dynod on many fully stock vehicles and extremely modified vehicles and everything in between. And the results have never been less than 15+ HP and 18+ TQ.

That's why I rate it as a "minimum" of 15HP and 18TQ. It will always do at least that much.

 

I've been unable to find comparative dynos with 5/16" and 1/2" on the REVUP motor without an MREV2.

Could you or Tony chime in with a link? Been searching all morning.

 

also,does this dyno mean that the MREV2 without the spacers also shows HP and TQ gains throughout the powerband?

I keep hearing that there's a loss in upper HP but I don't see that in this dyno.

 

^ nevermind on these two quesions. just got them answered by the man himself

in case anyone else is wondering like me 1) this was a non-revup motor.

2) spacer on revup alone does nothing.

thanks for taking mycall Tony!

 

No problem. Call any time!

Tony

 

So this is a surprise to me as well, i honestly thought this made no change to the 04 DE motor.
Guess i should of ordered one of these with my 5/16th spacer... Maybe later when i save to order the ART pipes and XYZ pipe.

I'd *LOVE* to see one of those delta graphs Tony always links for the non revup motor.

 

Here's a few delta plots on the non-revup.

Below is a comparison of Stock Vs Spacer Vs MREV2 Vs Spacer with MREV2. All of this testing was performed on a 2004 G35 Sedan with the non-revup engine.

 

Thank you Tony for putting in the work to show the deltas, they are by far (to me at least) the most useful stat for people looking at bolt-ons.

They also really highlight *Real World* results, i've grown tired of seeing "oh it only gives this much HP/TQ"

The few times i might go and race my car, that's great, but i want power and torque i can use every day, not only do the Motordyne products give real world usable gains, but these delta graphs really highlight that fact.

Sorry, positive rant over

Thanks Tony.


PS you're costing me a fortune now i want the ART pipes, XYZ cat AND the MREV2 The spacer is great, but i gotta save for these.

 

Thank you!
The analysis and plots are mandatory whenever a dyno is done. Its shows exactly what the change in performance is without the baseline obscuring the background.

I did tons of this kind of stuff when I worked Kaiser Marquardt and Boeing Satellite Systems propulsion division. Designing rocket engines, testing the prototypes, blowing some up, taking all the high speed data and doing serious analysis. In flight data analysis is even more data intensive.

So doing an A-B analysis is very easy and effective. It makes the delta clear and easy to see. It should be an industry standard in addition to full dyno plots.