Buschur Racing Intake Tests

I wanted to build something I have been thinking about for quite some time. Just as an experiment. I cut the plenum off a stock intake manifold and built a larger 4" plenum. I wanted to post the pictures for you guys to check out. It is quite a bit of work building it.

Enjoy the pictures.

TEST RESULTS:
This was a weired one.

Final numbers were 613 whp and 458 ft lbs. The only gains were at 7300+ rpms. The rest of the chart lost power over the stock intake.

First thing I noticed was a HUGE change in AFR's. The car from 5300 to 7500 was WAY rich. The odd thing was after about 7500 the car went very lean.

So the fuel curve after tuning ends up looking WAY nuts. Comes up around 5400 and then has a huge dip in it until 7500 where it goes back up very quickly. Bottom line is, this idea doesn't work very well.


This is the 5th dyno pull after dialing in the boost and AFR's close enough to stop.

Original Magnus EVO intake design vs stock intake

So there is no confusion on the exact intake manifold I tested of Magnus's here are two pictures. This is the old design I am talking about. As far as I know he does not make this anymore. I am only taking the time to be this specific because I am not trying to bash the guys other products, new products or anything else he has done or is doing, ever was.

606 whp and 480 ft lbs on the stock intake/stock throttle body. 598 whp and 446 ft lbs on the old style Magnus intake/stock throttle body.

This means it is down 8 whp at peak power and 34 ft lbs of torque.

Here's the dyno sheet:

Run #1 is the stock intake/stk tb, baseline, those are the solid lines.
Run #2 is the Magnus intake/stk tb, those are the dotted lines.

Driven Innovations vs. stock intake

On the first pull with the DI intake the AFR's went substantially leaner from 5000-8000 rpm. At that point I knew it was going to make more power. The AFR's went into the mid 12's from the mid 11's they were at. The boost was also higher hitting 35 psi. I re-adjusted the boost to bring it back down to the baseline test numbers and then added quite a bit of fuel to also get those back into line. This is NOT a tuning competition and I am not trying to make maximum power. In the case of this intake though the boost did get too high and the AFR's did go lean enough that it would make a power difference. I then made some quick adjustments to get an idea of what JUST the new intake manifold was doing. In the end my base line boost with the stock intake manifold was 32.9 psi and with Driven Innovations the peak boost was 32.2 psi. So .7 less boost pressure. It is still up on power. With some additional boost the midrange and top end would be improved too (for sure as I know what it made at 35 psi).

So here is the dyno sheet. This is the same baseline pull I am using to compare all the intake manifolds.

Bottom line is the Driven Innovations picked up 24 whp with .7 less boost and lost 10 ft lbs of torque. Had I worked really hard to get the boost exact that 10 ft lbs would have been gained back easily.

Finally numbers 630 whp-470 ft lbs of torque.

AMS VSR vs stock intake

My peak boost on the test of his manifold was 33.61 psi and at 8,000 rpm was down to 29.95 psi.

After the install was complete I immediately noticed that the AFR's went lean in the upper rpms, over 6500 the car needed more fuel. This is the sign from the horsepower gods that the car is going to make more power. I got the AFR's back inline with the baseline and the outcome was an increase in horsepower and torque.

Horsepower is up by 20 whp and torque is up by 6 ft lbs. The increase in power is from 5700 rpm all the way to the end of the test at 8,000 rpm.

Here is the dyno sheet:

HKS Kansai

Well this came as quite a shock, why I'm not sure as HKS has proven themselves to be a leader in Japanese motorsports for a long time. I didn't even want to take the time to pull the Kansai intake off our black drag car. I was just going to replace it with whatever I found to work best. Well I am sure glad I decided to test it. Holy crap.

The car made 649 whp/479 ft lbs. That's a gain of 43 whp over stock. Nothing else has even come close.

The losses down low are also some of the smallest of all the intakes.

This is the most expensive intake of all we have tested, it is around $1700. It has an super nice billet adapter to use the stock throttle body with it and we did us the stock throttle body again.

Anyway, here is the dyno sheet. This one is going to be hard to beat.

Hypertune intake

Here is a picture of the outside of the Hypertune.

Dyno testing is finished. The instant I started the car there was a huge difference in throttle repsonse, this is typical of installing a larger throttle body. All of the other intakes tested used the stock throttle body on them, the Hypertune only uses the provided 3" throttle body. I'd like to note that this is surely a performance advantage as increasing the stock throttle body to 65 mm is worth around 8 whp.

Here is the dyno sheet comparing the stock intake/stk tb to the Hypertune with the 3" throttle body;

HKS Kansai VS Hypertune

I feel we have established two intake manifolds that outperform the others we have tested.

Now the issues are going to come down to pricing and ease of installation.

I know that there is absolutely no chance of HKS-Kansai changing their design to meet our needs. With that said there really isn't anything on the intake that needs changed. The factory fuel rail bolts right on, is comes with a nice adapter for the stock throttle body, has provisions for the factory map sensor and additional bungs for boost, fuel pressure, brake booster etc. It also has 4 additional injector bungs in the bottom BUT has no provisions to actually bolt a fuel rail onto it, dumb. It is one of the easiest to install. Comparing the Kansai's power curve to the Hypertune the Hypertune has an advantage from 5300 rpm to 7600 rpm both ends of that range the advantage is very small, in the middle around 5800 rpm to 6800 rpm though the gains are about 12 whp and 12 ft lbs of torque, this makes for a "rounder" mid range.

The Hypertune intake. The owner Ben is a great guy to talk to and really wants to tap the US market. He is extremely willing to work together with us to make this intake an easy bolt on affair. What actually gets changed on it will be open for discussion. For me not being able to use the stock fuel rail and fuel lines makes it not-user-friendly. The map sensor boss that is located on it is also in a position where the factory wires will not reach and our map sensor adapter won't work with the AEM 5 bar sensor because of clearance issues. I will be speaking with Ben in a matter of minutes to see if we can make some changes to bring this to market here.

The Hypertune is by far the nicest looking intake manifold of the bunch.

Without further delay here is the dyno sheet comparing the HKS Kansai intake manifold to the Hypertune:

Ported stock intake-65mm throttle body VS Driven Inn.-3" TB

Many of you have been following the thread that Peter Rucano started about getting a Driven Innovations intake manifold installed etc.

He got it installed at Maximum PSI by Mike. Mike also built him a custom 3" upper i/c pipe and modified our race FMIC to a 3" outlet. Workmanship on all of the work was very nice.

Peter showed up this morning (he likes to do that) for a tune. He drove here last night, 7 hours in the car from Jersey.

We loaded the car on the dyno first thing and got started.

I figured since we just finished up all this intake manifold testing it would be interesting to try and keep the test parameters as close as possible to the last time I tuned his car.

Peter's old pump gas numbers were the old 93 octane record and the car had made 547whp/398 ft lbs. This was unbelievable and was only in December.

So to be clear, the baseline pull was done in December with the stock ported intake manifold and 65 mm throttle body. Here is what those numbers were and the test parameters:

His baseline was 547whp/398 ft lbs.
20 psi was reached at 4738 rpm
Peak boost was 31.03 psi
Boost at 8,000 rpm was 30.00
Average AFR's were 11.35:1
Air intake temps: 68 degrees

He came back today with the new DI intake manifold, 3" throttle body and a 3" outlet on his BR Race fmic. Here is what the new record setting numbers are now and test parameters:

583 whp/430 ft lbs
20 psi was reached at 4727 rpm
Peak boost was 30.90 psi
Boost at 8,000 rpm was 30.02
Average AFR's were 11.4:1
Air intake temps:57.20 degrees

So Peter's car gained 36 whp and 32 ft lbs of torque.

Very impressive gains. Very impressive pump gas numbers. Peter's car weighs 2620 with no driver. This is easily a 9 second pump gas daily driver.

Also note, this is on BP93 octane that was bought on the way here. NO ALCOHOL.

**This car was driven back to New Jersey 7 hours after this dyno was done. Peter got an unbelievable 33 mpg. Two days later the car was driven to CT to ICS and dyno'd on their AWD Dynojet where the car put down 615 and 619 whp on two consecutive dyno runs!! This is the first pump gas EVO to break 600 whp. Congrats Peter.



Magnus V5

I was too curious and I couldn't help myself so we ordered the new Magnus V5 intake manifold from Titan Motorsports.

First step was to go to the flow bench.

On the flow bench this intake is in a league of it's own. The numbers were fabulous.

#4-352(-7%), #3-377, #2-377, #1-369(-2)
Total CFM 1475

As I said, league of it's own on air flow. The total CFM is 150 CFM higher than the closest other intake manifold I have tested. As a side note, I did not have a throttle body to bolt to the intake manifold. The JMF I flowed with the supplied 3" throttle body on it. This one I flowed with no throttle body at all.

**Now before I go any further with this. I called Marco at the point I was done flow benching the intake. Him and I spoke, peacefully, for about an hour about everything, past and present. He was very hesitant to speak to me at first and I can understand that. We agreed that neither of us handled last years mess like we should have. It was also agreed I would dyno it and give him a call before posting ANY results from my testing.

The intake is very nice quality, very nice casting. It comes with a nice billet bracket for the throttle cable to mount to. It also has vacuum ports cast into the back side of the intake which makes it nice for hiding all your vacuum lines. There is also a stock throttle body adapter plate that is included with the bolts and nice heat barrier gaskets. The back of the adapter plate for the throttle body is nicely radiused like a velocity stack too.

There is no provision for a dipstick mount, I just had to bend the stock dipstick to fit it and then used a wire tie to hold it down for testing. A bracket of some sort could be made to hold it. Also, if you are using the stock fuel pressure regulator you will have to bend the 90 degree return on the base of the regulator slightly to clear the plenum, it's not a big deal. I am also running PTE injectors and they are a little fat, so I had to clearance the fuel rail stands with a die grinder to get them to fit. Last, I did have to make a new upper section to our i/c pipe to fit correctly because of the slight angle the throttle body sits at on the intake.

Here is a picture of the intake manifold installed on my RS:

After getting the intake on the car it went directly on the dyno. I ran baseline pulls of the car in the morning at 30 psi and 40 psi.

The results were very good. As you can see from the gragh below on low boost from 6000 rpm up the Magnus intake had gains all the way to 8,000 rpm and beyond. Peak gains of 18 whp and 7 ft lbs. Keep in mind this is being tested against the BEST intake I have found so far, not the stock intake/stock throttle body. Against stock parts the gains would be in the 30-50 whp area (estimated).

Here is the low boost dyno runs:

The boost was then turned up to high and the car was run again. Again, very good results. This time the gains started at 6400 rpm and went all the way to 8,000 rpm and beyond again. Peak power was up 10 whp and peak torque dropped slightly by 6 ft lbs but only because the curve was shifted.

Here is the dyno sheet from the high boost pull:

Marco and I spoke again about the final results and he is pleased with the outcome.


New Custom Driven Innovation Intake

Tom from Driven Innovations contacted me and wanted me to try a new idea/intake manifold he had built for the EVO. I told him I'd be glad to try it.

Yesterday the intake manifold arrived at the shop and I got it installed on the car immediately. Fitment is excellent. The intake has large re-enforcements welded on to the fuel rail stands. It also has provisions for the dipstick mount. The intake has a small plenum on it, 225 cubic inches. The upper i/c pipe goes right on with no modifications of any sort needed. The intake is flanged for the stock sized (65mm) throttle body and will not accept a larger throttle body. The plenum has raised velocity stacks in it with a 6.5" runner length. There is a thick block on the back of the intake manifold for the vacuum lines to be run to. I installed only one line and then ran that single line to a Vibrant vacuum block to make swapping intake manifolds easier.

I prefer to run the stock modified throttle body, I like the idle control, the fitment and the feel of the throttle.

Here is a picture of the intake manifold on my RS:

On the dyno I was happy, extremely happy actually.

Here is the best curve I have had to date with my car, this is with the custom intake manifold we built. This run was done at two boost levels. The first one the boost hit almost 32 psi. I turned the boost down and the boost was right at 29 even. The baseline was done at 30.7 psi. The solid line is the custom intake we built VS the new Driven Innovations intake:

Here is the best curve at high boost, 40 psi, with our custom intake manifold VS the Driven Innovations:

See the full review at : http://highboostforum.com/forum/showthread.php/20866-Intake-manifold-dyno-tests-and-facts-only/page2