i need some help with this guys. a fellow org member has one for sale and i'm pretty interested to get it.
what would need to be done to run this on an n/a car? will tuning be needed like the le5 mani? larger injectors?
what type of gains could be had from this? if anyone has some info on this particular manifold it would be greatly appreciated.
as with any mods your gonna gain more from tuning and yes it would prolly be smart to get bigger injectors anyways but with the shorter runners on the vulcan one you are going to lose bottom end torque and im pretty sure that you will lean out with this manifold
RIP Cpl Derek Kerns And Cpl Robby Reyes
24th MEU VMM-261 (REIN) V22 Crewchiefs
11 April 2012 Morocco (African Lion)
that's what i was afraid of. i'm not interested in losing any bottom end power. there's not enough to lose as is lol
blucavvy I really don't see the gain for a N/A motor. You would see it best with your car boosted.
ECOtec DOHC
right. which i have no intentions of. sorry man, i'd like to pick it up, but i don't want to sacrifice low end pull.
i guess i'll just keep on with the search for a manifold that won't sacrifice low end power for high end power.
Your search will last indefinitely, sorry to say.
Like so many aspects of high performance, there is no 'Holy Grail' that can ignore essential laws of physics. Short of exceedingly complex and expensive (and thus very rare!) variable-geometry intake manifolds that truly alter during operation from high-velocity (long-runner) to high-flow (short-runner), there is no getting around this essential relationship.
Bill Hahn Jr.
Hahn RaceCraft
World's Quickest and Fastest Street J-Bodies
Turbocharging GM FWD's since 1988
www.turbosystem.com
thank you for the help bill.
SLRdohc wrote:blucavvy I really don't see the gain for a N/A motor. You would see it best with your car boosted.
Not completely true...a short-runner intake will show gains at high RPM on either N/A or boosted. The key to taking full advantage of it on an N/A application are complimentary engine changes such as head porting, larger cams, larger valves, and of course, a good-flowing, well-designed header and exhaust.
Of course, these same aspects also hold true for a boosted engine, but to a lesser degree...typically, it's just easier and more cost effective to make more power via running more boost and leave the cylinder head and cams stock when boosted. We typically will not alter head/cam/valve areas until we've exhausted the boosted vehicle's power gain potential otherwise. As an example...even our 640 WHp Ecotec Sunfire still runs a stone-stock (unported) L61 head casting and stock valves! Sure, it could likely make even more power with a ported head and larger valves, but this example just helps illustrate how much potential the stock parts do in fact have.
Edited 1 time(s). Last edited Sunday, October 03, 2010 11:23 AM
Bill Hahn Jr.
Hahn RaceCraft
World's Quickest and Fastest Street J-Bodies
Turbocharging GM FWD's since 1988
www.turbosystem.com
that HP number is truly amazing.
ECOtec DOHC
behold the power of a full standalone...
