I didn’t catch that. Then, yeah that’s probably about right.

This manifold is so you can run over 20 psi of boost without blowing the plastic manifold to pieces. If you have a properly built motor, right fueling mods (injectors and fuel pump volume), and the proper turbo's, then this upgrade is for you.

Charles, with the big FMIC you use for your build, incorporating the crash bar, and OEM cold air ports for the OEM filter box pipe routing...would you offer the FMIC with a single inlet, dual outlet configuration?

The BP charge piping is essentially identical, and it could be an off the shelf upgrade for this massive FMIC.

I wouldn't mind trying it on my build coming up here in about a month if possible.

This is my current out of the box configuration:

https://i137.photobucket.com/albums/...d/IMG_7326.jpg

This is the one I am referring to:

https://i137.photobucket.com/albums/...pswmig10df.jpg

We took the stock intake, no porting, to 818whp at ~17-18psi, which felt like we still had a fairly efficient and well matched combination. Perhaps it could have made another 30-40hp at the same boost with porting? That would be pretty wild... though I am skeptical; our turbo system still had plenty of headroom. Without knowing the test circumstances, I am guessing that if someone genuinely found 30HP in porting, they were possibly asking their turbo system for all its got. I dont believe we would have seen those results.

On the 818whp pull, the stock intake was showing no clear signs of becoming a restriction. This makes it difficult to estimate potential gains from changing to our intake. So far, it appears there would be virtually no gains at this point, even if our manifold had the potential to facilitate more airflow. When the existing resistence to airflow is so minimal, the potential reduction in that resistence is equally minimal. The boost levels were not choking us, so I dont imagine we would have found any worthwhile gains in swapping to our intake on that day.

I think we will need to increase the airflow volume a bit further first to find the point where the stock manifold has become a bottleneck. Until we find that point, there is no easy way to estimate when the potential of another manifold will come into play. I currently feel that up to the 800-900hp level, with a turbosystem ideally configured for that task, there will be little gain to find over the stock manifold.

In conclusion, we have no expectations of gains over a stock or ported manifold under the conditions we tested the stock manifold up to. We are crossing our fingers to merely do as well up to that point, and then continue to do well as we take things further than was possible with the stock engine and manifold.

Currently, It is my belief that (in turbocharged applications where the turbosystem is operating well within its efficiency) there is nothing to gain in changing the stock intake manifold out in an application that would not have burst it open. I think you would do that before you found it to be a bottleneck worth addressing, thus I question if it is even possible to demonstrate the potential gains if we will have to exceed the physical limitations of the stock manifold before we could find them.

We have some Titanium MAF flanges that we will place in the tubes between the throttles and top end tank. This car runs speed density under high load, but uses the MAFs for light load.

To be entirely frank, this manifold and intercooler arrangement would most likely be a practice in futility if the intentions were to find significant power gains in applications under 1000hp. Our DE manifolds picked up HUGE power gains, but that is cause the stock DE manifold sucks. So far, the VHR manifold is very comfortable at power higher than almost anyone is running a VHR.

At least, that is my GUESS. Perhaps I am wrong, and perhaps we will be pleasantly surprised to see dramatic effects come into play much sooner. There is just one way to find out.

That is planned. We have had some single turbo customers ask if we would build a single inlet end-tank for the bottom. After we finish up the jig so that we can build them more easily, it will be no extra work for us to just put a single inlet end tank on the bottom instead of the dual.

It will be interesting to see what Justin's car lays down on 18.5 psi of boost with this intake. I am wondering how my car is going to do with the Fast Intentions intercooler and only 2.5in piping compared to Justin's car and 3in. piping with your monster intercooler. My turbo's will be a little different but I have upgraded to a Xonarotor turbo's that are similar to Justin's GT3076 turbo's.

Justin also has 11:1 compression in the build and jwt s2 exhaust cams. 18.5psi if held to redline should be a whole lot. On the 818whp stock engine pass, by the time peak power occurred, the boost limiter was kicking in (it was initially a slight overboost condition). So boost had just begun to fall. We think that if boost remained at 18.5 to redline the power would have continued to climb. After the pull, the decision was made to raise the limiter and use this boost table as the “kill mode” for special occasions.

Cool, sounds like we will have similar builds with the exception of the open deck modifications you have done. I am still on the open deck block with whatever MA's machine shop does to hold it together. They said they have never had any issues. We shall see on that one. I am cool with whatever happens.

Yep; looks like it maxed out the turbos; as the AFR got rich as boost pressure dropped.
I’m still on a huge learning curve with this,,,but trying to read these graphs correctly :ugh2:

Boost pressure dropped due to the boost limiter engaging as the boost table slightly overshot the initial target boost. We will be/try taking those same turbos to over 1000whp this year.

Definitely wasn’t starving for fuel...that’s a good thing:tup:

Exceptional Products Mr. Charles :tiphat:

Those were id1300 and a 340/450 twin feeding off the shelf s1.se fuel system. This year it’s id1700 and same pumps to start. We will likely upgrade to twin -6 hoses between pump and filter. Perhaps swap to parallel rail plumbing and call it the new s2 kit.