good job kid. lemme know if u need a hand with anything this week.

 

nice work, i cant wait to see what kinda difference it actually makes, i dont think anyone ever documented the gains yet...

 

wow I didnt realise it was that bad. Im not doing that on my NA car right now, I think that would slow down the velocity with out a turbo or s/c cramming air in there. But I really do need to get it off the head and clean it as I know they get gummy inside.

 

EGR sucks.

Check out this awesome modified pic for what you need to do Paul.

 

yeah, i didn't know what was behind there. it'll be done.

 

Nice love the work. Its got me thinking about picking up an extra manifold and doing it. I can't wait to see the results.

 

yea me too. even if it were just for the sake of tinkering

 

Back when I was still rockin the MP62, I talked with Gary about doing this. He sent me the dyno graphs of higher boost (10+ psi) supercharged cars with the ported intake, and there was only like 5-8 rwhp gain, all up top, IIRC.

Clearly the MP62 and a good turbo setup are quite different beasts, but the work involved in the porting didn't seem worth it to me for such little gains.

 

All it is costing is bits and time!
8whp is a considerable gain! Do you still have the dyno graphs. I would like to see what happend at lower revs.

 

In your case, I agree that it might be worth the time and negligable cost of materials. When I was considering it, Gary was trying to charge me $500 for the full stage whatever port job!

8 rwhp sounds like a decent score, but this was really like 6-7k IIRC. I will try to hook you up with the graph in a bit.

 

here's the graph of the tdr intake porting on a heavily modified, high boost* MP62 car


*high boost is clearly a relative term, and in supercharged context, equates to anything above 8 psi, unless four PC-Pros are in use for safety reasons

 

I talked to gary today. He said it yeilds 6-8whp....and if you have a blower this is a big deal, lol.

 

8hp could mean me breaking 300 or not and considering it is just the cost of the bits and my time it's worth it. plus i added some lightness

people are making less increase between VICs being operational and not and everyone seems gung-ho about hooking that up. which begs the question, is this working VICs vs. the porting? or non-working VICs vs. porting?

 

Gary said it was compared with working vics on his red 99 car. He's only checked this out on blown cars, no turbo cars. I don't know what all that extra air means in terms of intake geometry.

 

and that is shown to be an improvement over where I am starting from with VICs not operational, right?

 

correct.

 

In my eyes if the port work made 8whp on a superchared motor, it would make less on a turbocharged car. The super is using power from the crankshaft to make boost, so the port work reducing boost pressure reduces the amount of power the blower takes from the crank. The benefits would be less on a turbo car I would think.

Anyway, it's looking good, and I want to do this soon. I've already got A LOT of headwork done so it could use a better intake manifold.

 

?

 

Dunno about that one, better ask Corky.

From the reading I did, it seems that turbo'd engines like the VICS working, and SC'd engines can deal without it. Corky would probably be the best source of info on the subject. I couldn't tell much difference between the VICS working or not on my MP62'd engine.

If the butterflies are intact, then the VICS would still be controllable. The solenoid controls the opening and closing of the butterflies.

I wish you could have done some dyno testing before and after. The data would have been a goldmine.

 

Look at a compressor map for any SC. They use more power to delivere the same amount of air at a higher pressure. If there is less restriction after the blower, the blower can deliver the air more efficiently, and works less to compress it.