Need advice.. Making a custom N/A intake manifold

[JD Cross]

I had a scoop but here in BC we get a lot of rain and organic road debris.
The scoop nicely sent all of the water and debris up to the filter clogging it in short order.
It looked much like Tiago's filter.
I went back to the OEM set-up with no further problems.

 

[Patricio]

[MENTION=5905]JD Cross[/MENTION]
yes the scoop with filter setup gets dirty quick. I think the oem resonator removal alone is a good enough mod by drawing in UN-restricted air from fender well.


Update,
Almost done smoothing out the insides and wrapping up the outside
the epoxy on interior runners are super-duper slippery!
a little more sanding and clear-coats on outside and will be done.

its not perfect but it beats the $10K companies wanted to design and build a single unit.
I put a couple grand into this so i hope it works! but if either way it was an enjoyable exploratory experience.
I'm confident it will at least make a few extra ponies, at least as many as the DMS manifold made in tests, and the weight reduction is on target 22-23lbs!

the pic looking into the inlet really shows how evenly rounded off all corners are to keep air circulating without any hard angles or pockets anywhere to slow down any re-circulated air vortexes. unlike welded aluminum manifolds just can not do this, which was one of the main designing advantages of custom building out of composite material.

the pic looking down into the runners.... check out the centered divider of the rear and front runners how they are centered between each other and especially how the curvey & rounded center section snakes between the runners with variable radius's dropping evenly into each runner, that was the most time consuming section since its very difficult to forma nd shape and wrap that area from underneath since there is very limited room on the bottom side between he runners.

Interestingly enough.... the remnant oem flange runners I'm butting-up to have a few different diameters and shapes to accommodate they are far from even or even remotely shaped like the flange openings. they contour into odd shapes as they ran inside the oem manifold. So i had to conform each one into similar diameter circles at the top of runner inlet. I will get a pic with measuring to show just how odd the oem runners where and not even remotley the same shape relative to each other.


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[Patricio]

almost done.

7.5 lbs including the throttle body !

just need to mount the Throttle body, its held on with clear scotch tape for today to weigh it.

 

[Patricio]

Results: 303whp / 226wtq (350hp @ crank) Added 15-25 whp though the power band.

There may be more power left in it, the current 67mm throttle body may be choking it a bit...Will be testing a 76mm TB within the week. The DC headers flow pretty well, but may also be holding back a few whp. which also may explains why the curve appears a bit flatter than usual up top.



This shows dyno shows the overlay before and after.
Same dynojet

Red:
AEM infinity ecu, RDX injectors, DC headers, Taitec GT009 exhaust (cat delete), ATI harmonic balancer, SOS 350 clutch and light flywheel.

BLUE line
Same as above, plus Carbon fiber intake manifold, 67mm TB, walboro 450 fuel pump, AEM flex fuel sensor.







This comparison same dyno jet
297whp was with the CF manifold, but Before E85 & walboro fuel pump

The GREEN line: was with my old RM exhaust without RDX injectors or infinity, was on oem chipped ECU.

 

[docjohn]

same dyno and atmospheric conditions?

 

[Patricio]

These runs were done on the Same Dynojet using same STD WHP atmospheric correction factors. as seen in top right corner of each dyno sheet. Dynojets do not allow modification of correction factor parameters, thus why they are good at comparing dynojet to dynojet anywhere in the country and variable weather conditions.

 

[elijahcole92]

These runs were done on the Same Dynojet using same STD WHP atmospheric correction factors. as seen in top right corner of each dyno sheet. Dynojets do not allow modification of correction factor parameters, thus why they are good at comparing dynojet to dynojet anywhere in the country and variable weather conditions.

Great numbers, can you confirm whether these runs were done in 3rd or 4th? Looks like 4th with it running to around 140mph?

 

[Patricio]

[MENTION=31112]elijahcole92[/MENTION]

Thanks!
Yes correct any nsx should always run in 4th gear since it is closest to 1:1 gear ratio.

https://www.nsxprime.com/wiki/Gear_Ratios

 

[NSX1145]

What is attaching the metal runners to the cf runners?

 

[foundry3]

Cool! I'm happy to see you finished this and that it yields impressive gains, especially for all the facebook shit talkers

 

[Patricio]

[MENTION=26916]foundry3[/MENTION]

lol... thanks

 

[L_RAO]

Nice results. How many hours do you have into that thing?

And that's just the stock airbox that you have sitting there like that? I have the BPi stack feeding the airbox as well. Didn't dyno-test it, but my butt-dyno told me "better".

And more importantly, when is it being mass produced? Well, at least mini-mass produced.

 

[Old Guy]

Your project is of interest, not so much for my NSX; but, for another car primarily because of the IAT sensor problems that occur on a hot restart with a manifold IAT sensor mounted in a huge lump of cast aluminum. The weight loss is a nice side benefit.

Two questions.

I can't tell whether you retained the manifold mounted IAT. If you did, did the switch to the CF manifold help drop manifold air temperatures following a hot restart?

After doing a little bit of investigation into CF fabrication, I stumbled across some unexpected issues with respect to flammability and thermal stability. These appear to be more related to the resins than a fiber issue. Phenolic resins appear to be the preferred solution for thermal stability and combustion resistance; but, they are not so commonly available (except as prepreg shapes) and I have no sense for what the fabrication issues may be. Did you go with a conventional epoxy, special epoxy or take a foray into the phenolics?

 

[Mark911]

Nice project, good work. Remember, a good intake manifold needs to produce more than just good WFO dyno numbers. In most cases, it's throttle response that gets you around the track the quickest. Your plenum looks to be quite large and all that volume might create some driveability issues. Track time will tell.