Performance manifolds

10 bhp for 200 quid :eek: bargain lol, if you have a basic knowledge then you can fit it yourself idd say as long as you have/know someone with a jack and a rachet.
 
[huzeeee] said:
10 bhp for 200 quid :eek: bargain lol, if you have a basic knowledge then you can fit it yourself idd say as long as you have/know someone with a jack and a rachet.
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What else is going to get you a reliable 10bhp for £200?
 
I've got a HKS (JASMA) system, which is manifold, downpipe, cats an exhaust.

I've looked at specs, and it's a matched length 4-2-1 manifold. Apparently, it should free between 10-15 ponies over standard.

Thinking about some sort of modification to the inlet manifold next, got a couple of ideas ;)
 
eidolon said:
It looks like there's only Janspeed who sell them and the guys on SELOC seem to reckon they're prone to cracking :(
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You need uprated engine mounts (or inserts) with these tubular manifolds, the guys at SELOC should know that.

I've got energy inserts in my stock rubber mounts to fill the gaps. A bit of NVH (as you may have remembered) but the engine doesn't move an inch and therefore the risk of the manifold cracking is zero.
 
merlin said:
Check out this bad boy -

k20hdr3.jpg


:cool:
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Wow, I thought mine was fancy...

22_1.JPG
 
eidolon said:
With all this sports cat talk I got looking at the whole induction/exhaust thing and thought that I might as well go the whole hog and get a manifold and decat.
Apparently the standard manifold is too short and compact to tune well and was primarily designed to get the cat the light off quickly and pass EU4 emmisions.

What sort of benefits can be gained from a decent manifold? Does it shift the power delivery up/down the rev range? (I don't want loads of top end power at the expense of losing drivability)
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Is this for your elise? If so then manifold tuning for the 2zz seems to be a black art, and most manifolds are similar to the stock one, and dont do anything, I dont know if the manifold is the same on the elise as other 2zz equipped cars, but generally on celica's etc the most gains were found from porting the stock header. From my understanding a radically different design, long tube job, is the only way to go if you want to see significant gains.
 
Yeah, it's for the Elise.

Due to the engine bay size, engine placement and ECU the manifold is different to that in the Celica (it'll be shorter I guess) so I think that there should be some decent gains to be made with either a ported stock manifold or an aftermarket one.

Those owners that have fitted the Janspeed have certainly had good gains, until they cracked anyway :D
 
Firestar_3x said:
I thought the best desgns used equal length pipes and is developed in such a way that pulses from each cylinder can't affect the other.
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Equal length pipes will generally place the torque peaks in the same spot. This can have the effect of narrowing the peak torque band. Great for racing, where revs can be maintained in the band, but it can affect the drivability of road cars.

If that is the case, slightly different length pipes can be used to "spread" the torque into a slightly different rev range in each cylinder. This will reduce peak torque production when compared to equal length headers (but still increase torque over stock manifolds), but it will spread that torque over a wider rev range making the car more responsive in everyday driving.

Also parts like the collector shape and size and pipe diametre will have a large affect upon the power characteristics of an engine.
 
How does the pipe length affect a VVTLi engine like the one in the Elise as the power delivery is different to regular engines due to the 2nd cam malarky.
 
volospian said:
If that is the case, slightly different length pipes can be used to "spread" the torque into a slightly different rev range in each cylinder. This will reduce peak torque production when compared to equal length headers (but still increase torque over stock manifolds), but it will spread that torque over a wider rev range making the car more responsive in everyday driving.
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This is why I use the phrase 'tuned length'.

*n
 
eidolon said:
How does the pipe length affect a VVTLi engine like the one in the Elise as the power delivery is different to regular engines due to the 2nd cam malarky.
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I don't know, but I'd assume that you would need to tune the pipes for the 2nd profile as overlap and so on would be considerably different than milder cam. This could, I suppose, cause issues at low revs. You may need to compromise a bit on top end power and low end useability.

That is all supposition though :)
 
merlin said:
Nope.

It's a K20 manifold, but only used for when K20 meets Lotus Elise. :)
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NICE. Looks busy! Correct me if i'm wrong though, but what is the firing order of this engine as I have a question. Is it 1,4,2,3 or 1,4,3,2 or similar?
 
Don't forget an electric supercharger would still work :p

Cheers for the info btw volospian, i've mainly been looking at turbo manifolds so the info and best design is slightly different.
 
Fensta said:
I hope to God they are not planning on Turbo'ing that!!
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Turbo manifold design is irrelevant - you can literally make a manifold from some box-section steel and scaffolding tube, and still get good performance.

*n
 
penski said:
Turbo manifold design is irrelevant - you can literally make a manifold from some box-section steel and scaffolding tube, and still get good performance.

*n
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I meant in terms of length. A turbo sat closer to the ports will spool quicker than one sat at the bottom of that manifold surely, as exhaust pressure decreases the further it travels.
 
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