327whp New Intake Plenum + LS2 90mm TB - Dynos, Video, Pics
02-02-2010, 12:33 PM
#105
Registered User
Join Date: Feb 2009
Location: nj
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
a lot of people with vq35s in the maxima community always bashed the idea of using a 90mm TB (q45 cable driven tb for us) and no one ever pursued it. i guess this proves them wrong as long as you get the ***** tuned and have one of these mani's....
good work man, keep us posted
good work man, keep us posted
02-02-2010, 03:52 PM
#108
Former Sponsor
iTrader: (564)
Join Date: Feb 2003
Location: Long Island, New York
Posts: 19,266
Likes: 0
Received 5 Likes
on
5 Posts
In a very general sense, the relationship between the intake manifold, the cams/heads, and the header, is what makes or breaks an NA setup. Once the engine is being asked to suck in the air, vs an FI setup where you're shoving the air in. These components have to be setup to take advantage of one another- to improve the velocity, and volume of air that is ingested, used for combustion, and expelled. None of the stuff on it's own offers a tremendous benefit, it is when the 3 pieces are combined together, they all can shine. It's why headers on their own don't generally have tremendous gains, why cams on their own don't provide tremendous gains, and why other replacement manifolds don't provide tremendous gains, when installed/tuned on their own. But, when you combine them together, it's a different animal. To really maximize what these things can bring to the table, means committing to the whole enchilada - they need each other.
Last edited by Z1 Performance; 02-05-2010 at 09:19 AM. Reason: spelling!
02-02-2010, 08:54 PM
#111
Registered User
iTrader: (2)
Join Date: Aug 2008
Location: Raleigh, NC
Posts: 796
Likes: 0
Received 0 Likes
on
0 Posts
In a very general sense, the relationship between the intake manifold, the cams/heads, and the header, is what makes or breaks an NA setup. Ince the engine is being asked to suck in the air, vs an FI setup where you're shoving the air in. These components have to be setup to take advantage of one another- to improve the velocity, and volume of air that is ingested, used for combustion, and expelled. None of the stuff on it's own offers a tremendous benefit, it is when the 3 pieces are combined together, that they all shine. It's why headers on their own don't generally have tremendous gains, why cams on their own don't provide tremendous gains, and why other replacement manifolds don't provide tremendous gains, when installed/tuned on their own. But, when you combine them together, it's a different animal. To really maximize what these things can bring to the table, means committing to the whole enchilada - they need each other.
Great info, I understand how these work together. One question i must ask is when upgrading say the intake manifold and throttle body, What are the requirements of upgrading the header which you are needed to match the intake and maximize power.? What type of header would be required in order to fully benifit from changing to this intake manifold and tb combo? thanks
02-03-2010, 04:42 AM
#112
In a very general sense, the relationship between the intake manifold, the cams/heads, and the header, is what makes or breaks an NA setup. Ince the engine is being asked to suck in the air, vs an FI setup where you're shoving the air in. These components have to be setup to take advantage of one another- to improve the velocity, and volume of air that is ingested, used for combustion, and expelled. None of the stuff on it's own offers a tremendous benefit, it is when the 3 pieces are combined together, that they all shine. It's why headers on their own don't generally have tremendous gains, why cams on their own don't provide tremendous gains, and why other replacement manifolds don't provide tremendous gains, when installed/tuned on their own. But, when you combine them together, it's a different animal. To really maximize what these things can bring to the table, means committing to the whole enchilada - they need each other.
this is what i've always said. The more you suck, the more you have to blow. haha! when you change one part you have to go down the line in the chain reaction to compensate for the after effect of one.
02-03-2010, 04:53 AM
#113
Great info, I understand how these work together. One question i must ask is when upgrading say the intake manifold and throttle body, What are the requirements of upgrading the header which you are needed to match the intake and maximize power.? What type of header would be required in order to fully benifit from changing to this intake manifold and tb combo? thanks
02-03-2010, 05:16 AM
#114
Former Sponsor
iTrader: (564)
Join Date: Feb 2003
Location: Long Island, New York
Posts: 19,266
Likes: 0
Received 5 Likes
on
5 Posts
Great info, I understand how these work together. One question i must ask is when upgrading say the intake manifold and throttle body, What are the requirements of upgrading the header which you are needed to match the intake and maximize power.? What type of header would be required in order to fully benifit from changing to this intake manifold and tb combo? thanks
The best answer I can give you is "it depends". Engines work off of pulses. Air being fed into the combustion chamber as the valve opens on the intake stroke, and being pumped out head to the exhaust on the exhaust stroke. Since the plenum is a closed environment, the air in there also works at a specific frequencies as it bounces around and is sucked through the throttle body into the combustion chamber. So, it really takes some specialized equipment to measure out which components will compliment one another. Even then, it takes a pile of parts, a dyno, and a whole lotta free time, to give the scientific info a chance to prove itself in the real world. On the exhaust side pulses and frequency come back into play. You're looking to increase velocity without compromising volume. You'll notice the intelligently designed headers out there have several things in common, from pipe diameter, to overall length. This isn't by accident.
Test like these are good because in the absence of purely scientific data (or sometimes just plain educated guesses) let you stumble on some new trends. You get to play around with different designs and see where the weak links really are.
If you are truly serious about making an NA setup work well, have a useful powerband, in the absence of the time and money to test every conceivable combo, is to just read. Read what others have done - look at the specifics of those components (not always the brand, but the specifics of what that component brings to the table), and you'll start to see a general trend of which parts compliment each other well. You don't even always have to read about a VQ - you will learn alot by reading about engines in their very general sense as well. The V8 domestic world has alot to teach us, and many of those same trends can be applied to what makes this specific engine shine.
Last edited by Z1 Performance; 02-05-2010 at 09:20 AM.
02-04-2010, 08:54 AM
#119
Former Sponsor
iTrader: (564)
Join Date: Feb 2003
Location: Long Island, New York
Posts: 19,266
Likes: 0
Received 5 Likes
on
5 Posts
why would they take it to a dynojet, when they own a dynapack?
they aren't selling anything here, and you're not buying it anyway - all they are doing is trying new things, and posting the results