Team Integra Forums banner

1 - 20 of 33 Posts

·
Registered
Joined
·
833 Posts
Discussion Starter #1
I have a 99 ls and right now I have AEM CAI,dc 4-1 header,Apexi cat back exhaust and I was wondering what would be the next bolt on item I could get to increase HP before getting turbo,supercharging,or NOS? I was thinking maybe a skunk2 intake manifold?Eventually I do want to superhcarge it or go turbo.
 

·
Registered
Joined
·
258 Posts
test pipe/hi flo cat


o and if you get a turbo you need to get of the AEM and the header
you dont need to rid of anything if you get supercharger or NAWWWWWWWWWWWWWS
 

·
Registered
Joined
·
897 Posts
carsound cat
 

·
Registered
Joined
·
175 Posts
seeing as how you already have the intake and header, my advice is def get the supercharger. the jrsc replaces the intake manifold.

Quote: carsound cat
agreed. then buy the supercharger before you get anything else.
 

·
Registered
Joined
·
1,076 Posts
BoostControl on Aug/05/02 said:
Quote: SilverNick711 on Aug/02/02 I was thinking maybe a skunk2 intake manifold?
Look into the Edelbrock Victor X intake manifold ! Blows the Skunk2 OUTTA the water ! See for your self.

Victor X
how is the edelbrock better than skunk2? also, what's the difference between the two edelbrock units, one with a secondary fuel rail and one without?
 

·
Registered
Joined
·
693 Posts
The edelbrock flows better and has shorter runners but is meant for Turbo or N/A that has high flow....7000 to 10,000+ rpm ! Engineered for high-performance and race set-ups, this manifold has four additional bosses for fuel injectors and four nitrous bosses. The Victor X is 7.5 lbs. lighter than stock and accepts oversized throttle bodies out of the box.

Secondary fuel rail is just that... for 2 fuel rails ! Nitrous or METH/GAS setups...RACE oNLY !
 

·
Registered
Joined
·
1,076 Posts
so you're saying on a modest NA setup, skunk2 IM might be a better fit? how about the throttle body? can i bolt on a replacement or do i need to get the stock one bored? wouldn't it make more sense to upgrade the TB and IM at the same time since what we're trying to do it open up the intake side to make the engine breathe better?
 

·
Registered
Joined
·
693 Posts
Stock Throttle body will fit perfect it will also take a Big Bore perfect as well !

And yes TB "Big Bore" is a nice nice plus while your at it !

Yes... Skunk2 might be better for non-built internal motors.
 

·
Registered
Joined
·
1,076 Posts
BoostControl on Aug/05/02 said:
Stock Throttle body will fit perfect it will also take a Big Bore perfect as well !

And yes TB "Big Bore" is a nice nice plus while your at it !

Yes... Skunk2 might be better for non-built internal motors.
how big a bore and where can i get that done? cost?
 

·
Registered
Joined
·
693 Posts
25% larger bore than stock ! You can either buy one such as the Victor X Throttle Body or have yours bored...cost being the same and kinda worthless if you ask me. Machine shop...cost? dunno dude. Call around and ask in your area.
 

·
Registered
Joined
·
879 Posts
The victor X sounds like your run of the mill turbo intake manifold. Huge plenum and short runners not very good for a NA setup bigger is not always better please read MDs articles about flow.
 

·
Registered
Joined
·
31,217 Posts
SilverNick711 on Aug/03/02 said:
I have a 99 ls and right now I have AEM CAI,dc 4-1 header,Apexi cat back exhaust and I was wondering what would be the next bolt on item I could get to increase HP before getting turbo,supercharging,or NOS? I was thinking maybe a skunk2 intake manifold?Eventually I do want to superhcarge it or go turbo.


Quote: from the first page of the Engine Package 1 Article:

Many people ask me what I mean by the term "engine combination" or "engine package".

Beginner enthusiasts purchase a new aftermarket part and think that by adding it, this virtually guarantees a gain in horsepower. This mentality probably got started because their first modification (likely an intake )gave them a big gain in hp. It does NOT always work that way though. A person can add a new aftermarket part with the wrong design characteristics and lose power.

The whole engine package is only as good as how the individual parts work together. I call these systems. For example, the "intake system" is made up of several individual parts: the intake, TB, IM, cylinder head ports, cylinder head bowl shape, and cams. The "combustion system" is determined by the piston dome shape, cylinder head bowl shape, rod ratio, bore/stroke of the block, ignition, and fuel delivery parts. The "exhaust system" includes the header, cat, and exhaust. etc. Each system has several parts that work with one another. You cannot get one part within a system and not think about how it will affect the others first, before you buy it. For example, the size of your TB is determined by the IM plenum size. You shouldn't assume a bigger TB is always better. Buying a header without considering the diameter of the cat and exhaust downstream relative to the header's collector diameter can result in a lower than expected gain in power.


To make life even more complicated, each system can affect another system. For instance, the rod ratio from the "combustion system" can effect the port shape, port size, and IM runner length in the "intake system". The specs for an upgraded aftermarket cam for the "intake system" can determine the choice of piston dome height (compression ratio) in the "combustion system".


Thinking in terms of "engine package" means before purchasing a new aftermarket part, you want to consider how it works or "talks" with the other parts in your engine: are it's design characteristics (dimensions & layout) going to work well with the the rest of the engine or will the design cancel out a gain from another part because it is incompatible?

Most beginners don't know what these features are when they get "the next part" after an intake. We want to start with some basics and what features to look for.
Can I read your mind before you even think it or what?
 

·
Registered
Joined
·
31,217 Posts
If you bore your TB too big for the IM plenum you'll lose intake charge energy. The throttle response will be crisper at low rpms but the air flow velocity dies in the mid to upper rpms. In the end you trade a crisper early throttle for less power up top. And as we know, in low rod ratio motors, the area of the rpm range these engines need help in the most is at the upper rpms....a high powerband location is desired not a low one.

If you don't know how a single plenum IM works, then there's a nice beginner's article in this month's SCC magazine at the back. It's the only article worthwhile in that whole issue...so just read that at the newstand.

Anyway, I'll have an IM article up at the end of the week describing the theory based on Hermann von Helmholtz's theory on resonators. It assumes that air is a fluid that is compressible. Since it acts like fluid, it can pulsate back and forth. The air moves forward when the intake valve opens but what happens to that air column when the intake valve is closed during the compression, power, and exhaust strokes? It doesn't just cease to exist. It bounces off the intake valve and back towards the plenum and then back down to the intake valve, etc. until the valve reopens again.

We'll get into how they tune the IM plenum size and runner size based on this pulsatile or bouncing back and forth of the intake air later.

Remember the general rule for TB size is:

Big IM plenum -> smaller TB

Small IM plenum -> larger TB

powerband location and how parts interact are important...the next part's design is dictated by the design of the other parts around it....ignore this fact and you will end up with a bunch of mismatched parts that cancel each other's gains.
 

·
Registered
Joined
·
1,136 Posts
I read that nothing beats a ported and polished stock b16 manifold up to 8200 rpms, is that true? Since I never rev past this point in my lsvtec setup is it worth me getting an aftermarket IM or is it worth it to port and polish my stock b16 IM? I also can't afford any downtime, so that would be a draw back from the port and polish, any help is appreciated , thanks!
 

·
Registered
Joined
·
1,136 Posts
Michael Delaney on Aug/05/02 said:
the b16a IM is too small for a 1.8L unless you like stiffling your engine power from 6000-8000 rpm. size the im for the displacement.
So what do you suggest? Your opinion really matters to me, thanks.
 
1 - 20 of 33 Posts
Top