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Engine, Exhaust, Transmission Discuss the FR-S | 86 | BRZ engine, exhaust and drivetrain.


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Old 11-15-2016, 05:45 PM   #15
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Installed, but requires tune
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Old 11-16-2016, 11:23 PM   #16
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$3100!!!! Are you out of your god damn mind...

No way that sloppy welded intake will out do the new 2017 intake.
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Old 11-17-2016, 06:15 PM   #17
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$3100!!!! Are you out of your god damn mind...

No way that sloppy welded intake will out do the new 2017 intake.
Deep breath.

Without nice people like OP purchasing these things, chucking it on the dyno and giving us some independent numbers, we wouldn't know. So be supportive! Jun does say that it's been developed to make power after 7,200rpm, up to 8000rpm which I'd say even the 2017 intake has not been designed to do (especially considering the red line is the same as pre-2017).
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Old 11-18-2016, 02:07 AM   #18
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Still confused about what exactly the purpose of this is.

1. To somehow allow you to safely up the rev limiter and drive at up to 8k RPM
Or
2. To essentially "shift" the HP curve over to the right a bit for people who have engines already modified to drive at 8k RPM.

I'm guessing its #2?

Engine internals aside, I get a feeling the car would shake itself apart at 8k RPM haha. Stock redline already makes enough rattle in random places (OEM reverse lockout comes to mind)
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Old 11-18-2016, 06:49 AM   #19
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Ummmm.... Ok, I'm not sure what's going on here but.... There have been the Crawford power blocks before and the y took max power to the left but increased area under the torque curve. Net win. I am guessing if these extend the power curve to the right they are actually shorter tubes than stock. But as @kch mentioned without upgrading the valve train could be a little unreliable.
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Old 11-18-2016, 06:55 AM   #20
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Old 11-18-2016, 11:40 AM   #21
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Quote:
Originally Posted by Captain Snooze View Post
Ummmm.... Ok, I'm not sure what's going on here but.... There have been the Crawford power blocks before and the y took max power to the left but increased area under the torque curve. Net win. I am guessing if these extend the power curve to the right they are actually shorter tubes than stock. But as @kch mentioned without upgrading the valve train could be a little unreliable.
That is exactly what you're seeing Snooze. The runner length has been substantially reduced. We don't know about the difference in diameter, but we're going to just have to take their word for it that the difference in runner length and diameter has now shifted the resonance to 8000rpm. I like that they used to words "inertial supercharging" to describe helmholtz resonance too, marketing buzzword really, but is a pretty good synonym for what is happening.

It also looks like they greatly increased the plenum volume (which you would almost have to with this design in order to decrease runner length), but who knows what the increase in volume is. Historically too big a volume increase on N/A leads to a laggy feeling in throttle response (not saying it's too big mind you, I know JUN knows their stuff), but is outstanding in a forced induction application.

And that's what I initially thought when i saw this manifold, that it looks like they made it for FI. Possibly specifically for the FA20 WRX. But then I saw it's designed for N/A. So either way, it's a super cool part that's way out of my personal budget, which is why I'm glad that you have one to show us

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Old 11-18-2016, 01:52 PM   #22
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Quick update

Photo of the dyno plot from my tuner. Didn't want to up the rev range to 8krpm obviously as the motor doesn't have the necessary mods for that.. yet.

Around a 12hp gain in N/A form, well for me at any rate. Previous dyno power run was ~190hp. Also I decided to get the exhaust changed out from the 2.5in dia HKS Spec-L to the 3in dia HKS Racing Single exit cat back.

I still retained the Crawford power blocks and the Torquesolution TAB spacers. TODA throttle body also.

Ran on pump gas also. I haven't had a chance to drive it yet as I'm at work. Just got the photo sent to me.

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Old 11-18-2016, 02:50 PM   #23
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Hmm? JUN's intake manifold with shorter runners for optimisation for higher rpms AND BPB that makes longer runners to move optimisation at lower rpms.
WHY?
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Old 11-18-2016, 03:35 PM   #24
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Originally Posted by stevo_12v View Post
Photo of the dyno plot from my tuner. Didn't want to up the rev range to 8krpm obviously as the motor doesn't have the necessary mods for that.. yet.

Around a 12hp gain in N/A form, well for me at any rate. Previous dyno power run was ~190hp. Also I decided to get the exhaust changed out from the 2.5in dia HKS Spec-L to the 3in dia HKS Racing Single exit cat back.

I still retained the Crawford power blocks and the Torquesolution TAB spacers. TODA throttle body also.

Ran on pump gas also. I haven't had a chance to drive it yet as I'm at work. Just got the photo sent to me.

Good work Steve! Pedal dance time.
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Old 11-18-2016, 04:26 PM   #25
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Hmm? JUN's intake manifold with shorter runners for optimisation for higher rpms AND BPB that makes longer runners to move optimisation at lower rpms.
WHY?
As stated, he doesn't want to rev out to 8000rpm, yet.
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Old 11-18-2016, 04:48 PM   #26
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As stated, he doesn't want to rev out to 8000rpm, yet.
His point is why shorten the runners with a new intake manifold just to lengthen it again with the blocks.
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Old 11-18-2016, 04:50 PM   #27
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His point is why shorten the runners with a new intake manifold just to lengthen it again with the blocks.
To keep the power band where he needs it. There are obviously other advantages to the manifold besides the shorter runners, as evident by the dyno plat.

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Old 11-18-2016, 05:28 PM   #28
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His point is why shorten the runners with a new intake manifold just to lengthen it again with the blocks.
Quote:
Originally Posted by churchx View Post
Hmm? JUN's intake manifold with shorter runners for optimisation for higher rpms AND BPB that makes longer runners to move optimisation at lower rpms.
WHY?
Quote:
Originally Posted by Tokay444 View Post
To keep the power band where he needs it. There are obviously other advantages to the manifold besides the shorter runners, as evident bu the dyno plat.
No, I am totally lost.
Photo shows a positive gain in the power curve. Win.
BUT as @x808drifter and @churchx says, and the part that messes with my head, I would have thought that the net length of the runners is about the same. Short JUN runner plus blocks equals same length. I am not disputing the graph, I just don't understand how the result has been achieved.
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