Dyno proof of HP gain from Ported Intake?

[YLW DRM2]

Be patient... And I promise to post the dyno proof
of HP gain on a Gen 4 car with Belanger headers, Corsa
and Mopar PCM.

Gripforce, did you get your intake ported and installed? When do you plan to take it to dyno?

 

[RapidRonnie]

A gain 10 and 10 @ 5000 with a loss of torque in the 3000 r.p.m. range; As tested by DC Performance with a extrude honed intake by Form & Function and a divider behind the t. body.
Used with an o.e.m. unported set of heads...

 

[YLW DRM2]

A gain 10 and 10 @ 5000 with a loss of torque in the 3000 r.p.m. range; As tested by DC Performance with a extrude honed intake by Form & Function and a divider behind the t. body.
Used with an o.e.m. unported set of heads...

Sorry, if I am not getting it right, so you are saing that you gained a total of 10HP at the pick RPM 5K+, but lost some torque at 3K? How much torque did you loose and did the car regain that torque back at higher RPM?
Oh and is this Gen3 or Gen4?

Thanks,

 

[Dan Cragin]

Gen 3 and 4 manifolds are not the same. The Gen 4 lower manifold has a lot more potential than the Gen 3. The G3 manifold can be improved by adding a divider, epoxying the sides of the inlet and matching the ports. The G4 manifold can be improved by aligning the ports in the lower manifold to the head.

 

[YLW DRM2]

Gen 3 and 4 manifolds are not the same. The Gen 4 lower manifold has a lot more potential than the Gen 3. The G3 manifold can be improved by adding a divider, epoxying the sides of the inlet and matching the ports. The G4 manifold can be improved by aligning the ports in the lower manifold to the head.

Yep, I figured that Gen 3 and Gen 4 are different manifolds .

Dan, did you have a success on porting Gen3 Manifold and picking up some proven Dyno numbers?

 

[Dan Cragin]

We have seen gains of 8-12rwhp porting the G3 manifold. Going down the road bigger gains could come from better flow when the airbox is pressurized. We showed gains of 10rwhp on a SRT Ram truck, but picked up 3mph in the ET.

For most, porting this manifold and adding the divider is a big expense for a small gain. For those folks that have done all the bolt-ons and want to get the most out of the stock engine this is the final mod. For those looking for the highest peak power on an engine build it is worthwhile.

We did not think that the G3 manifold would gain much, but noticed that the Competition Coupes with throttle restrictors were adding divider plates. This with some port work and reshaping helped.

 

[dipapa]

Gen 3 and 4 manifolds are not the same. The Gen 4 lower manifold has a lot more potential than the Gen 3. The G3 manifold can be improved by adding a divider, epoxying the sides of the inlet and matching the ports. The G4 manifold can be improved by aligning the ports in the lower manifold to the head.

Dan,
Does adding a divider and epoxing the sides as you said apply to maximize HP for a build 10:5 motor with premium heads.

 

[YLW DRM2]

We have seen gains of 8-12rwhp porting the G3 manifold. Going down the road bigger gains could come from better flow when the airbox is pressurized. We showed gains of 10rwhp on a SRT Ram truck, but picked up 3mph in the ET.

For most, porting this manifold and adding the divider is a big expense for a small gain. For those folks that have done all the bolt-ons and want to get the most out of the stock engine this is the final mod. For those looking for the highest peak power on an engine build it is worthwhile.

We did not think that the G3 manifold would gain much, but noticed that the Competition Coupes with throttle restrictors were adding divider plates. This with some port work and reshaping helped.

Dan, send you email.