I guess there is definitely an upside to new content and it will be interesting how that manifold performs, especially with the velocity stacks at each runner.įunny thing is unless you are looking for over 850HP and by the article talking about mid range power and quick response, you are not, a stock Curt Brown Racing ported IM will provide you the flow and power you want without any downsides to mid range torque / driveability. There is endless R&D by the Evo community already. I am just confused why you choose some of the mods you do. Your articles are great and the stuff you bring to the community is amazing. Turbo engines are less sensitive to intake manifold runner length than NA engines so this should not be much of an issue. This might cost us a little bit of bottom end but should help top end power. The Hypertune manifold has runners that are straight and significantly shorter than stock. CNC machining assures a perfect match with runner length and volume. The CNC machined runners have a perfect fit to the flanges and intake ports. The ends of the runner have velocity stack trumpets for good flow. The Hypertune 4G63 intake manifold has a large plenum that is at least 2x more volume than stock, this gives plenty of room around the ends of the intake runners for better air distribution and less interference of wave tuning. The Hypertune intake manifold has CNC machined billet aluminum flanges and intake runners with a hand fabricated tig welded sheet aluminum plenum chamber. A few emails later, we had a beautiful Hypertune intake manifold for our Evo IX in our hands. We obtained a Hypertune 4G63 intake manifold from Australia having formed a relationship with them when we were there for WTAC with Team America a few years back. We are not sure why Mitsubishi designed the manifold like that, perhaps for packaging reasons.īased on results with other engines, turbo engines seem to like a larger plenum volume, we decided to change our intake manifold. This is not a good way to make power whether it be in a NA or turbo motor. The stock 4G63 intake has a really small plenum with the runners close to the plenum walls. The first order of business was to get rid of the stock intake manifold. So we are going to proceed but we are not willing to give up bottom end or response for more top end power. This is especially true when compared to modern direct injection high compression turbos! Modern turbo engines spool really fast thanks to higher compression ratios and the ability to take a lot of boost at low rpm without detonation caused by the cylinder cooling of direct injection. We wanted more power of course but we didn’t want to give up any of the cars fast spooling nature. Our car was zingy and responsive making it very fun to drive. In fact, the car’s knock limit was what seemed to be holding the car back from making more power as we tapered the boost to reduce knock at high rpm. Our car was able to make pretty decent power with the stock turbo with little lag, the car would pull well from 3000 rpm to its 8000 rpm rev limit without any drop off in power. The stock Evo IX turbo is pretty decent, it is quick spooling with a twin scroll turbine section with a pretty efficient compressor.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |