I have a 2001 GSR and want ot know whether I should get a skunk2 intake manifold. I have AEM CAI, JG header, ITR cat-back exhaust.

What exacty does this mod do? Where along the power band can I expect Gains? Will I loose low end or mid?

Thanx.

Leo

 

SKUNK2 INtake Manifold I thought it was a great mod. The dual stage intake manifold on the GSR is one of the most restrictive parts. Supposedly because the Skunk2 IM has shorter runners it will provide good air flow at high rpms, but will disrupt air flow at lower rpms because its not using all the air at lower rpms. So as a result you'd have better power up high, but less or atleast no more at lower rpms...HOWEVER!!! If you look at my dyno chart posted from last week at the bottom of my webpage...I have great torque!, and I pull all the way to 8300 RPM! With NO drop in power! Only cons I see in switching out manifolds is that you need to switch your AEM CAI to a type R's or LS's because of clearance issues, and that it takes quite a while to install the manifold~4-5hrs. But I highly recommend it!

 

Spyder- Who tuned your car on the dyno? That's a MAJOR loss of power you got there.....

I'm not trying to flame you or be a dick, but you got a TON of work done to your engine, and you're only able to get 158WHP? That's not good.

My buddy just got 175WHP from a stock GSR with US ITR pistons. Nothing else.




[Modified by B18C-EJ1, 2:14 AM 2/18/2002]

 

all GSR's are different many are stronger than others. But i don't see how that is possible 175 WHP with just Type R pistons? Type R's don't even put down anywhere near that amount of wheel horsepower stock at the wheels, so how do u figure a stock GSR with ITR pistons would put down more?

 

hmmm...maybe because the gsr block and head with the Itr pistons raises the compression by a full point...but i dont think it would be that much gain not 175whp

 

does not raise it one full point. the US ITR pistons in a stock GSR raises it to about 10.8:01, with the JDM pistons its raised to about 11.3:01. I forgot the linkg but there was a website that could calculate this for you.

edit: I think that guy has a freak GSR motor


[Modified by B-18C1, 3:09 AM 2/18/2002]

 

I think he does too. But I saw the run. 175HP 123 TQ.

Chalk it up to a wednesday motor.

 

Dont use the Skunk 2 mainfold. It doesn't flow anybetter. I was goin to get it for my hatch but decided not to since a lot of people said that tit doesn't give you anything>..

 

158whp aint that bad for a b18c1 i/h/e, no biggie.

 

Basically i've got the same thing. ICEMAN intake, shitty DC sports 4-1 (non JDM) and DC exhaust (2.25) and i pulled 157 whp. Got some other stuff but nothing to make a big difference. Oh and it's a b18c1.

 

The big dip in my Dyno is from VTEC!!!...THis is a base dyno we got to compare it to after the Toda B instillation. To get that dip out I need to raise the vtec crossover with a VAFC. 175 whp is alot just to have with usdm itr pistons(which only brings the compression on the gsr up to 11:1) I seriously doubt your friend gained 30hp just from these pistons
And 158.7hp on a GSR w/ I/IM/H/E and the powersteering belt on and UNTUNED is actually a descent number. The Skunk2 Does flow more air and quicker Skunk2 modeled it after the Type R intake manifold...

 

my car made 157 whp and 113 wtq with cai, h, e, adv timing and Mobil1 oil.
why are you saying that you need to raise the VTEC x-over point? you have GSR cam, right? The dip in power is due to the S2 IM.
I do not understand why you think the S2 IM is such a great mod. My car made almost the same power on top (isn't the S2 IM supposed to flow better on top?) and much more in the midrange between 4500-5500 rpm. I think the S2 Im is good if you are planning to rev to 9k rpm.

 

The dip is from VTEC bogging down the engine(NOTICE THE DIP IS AT VTEC 4400 RPMS ), this car hasn't been tuned for the mods it has, this is a base dyno so that I can justify me spending $4000 on the upgrades I'm doing at the end of the month. You'll probably need a vafc which I'm getting with the toda b's, and with that you will be able to better tune the fuel and make the power curve more linear(no dip at vtec). You are thinking now...well he's getting more air shouldn't he need more fuel?...I'm not running stock air flows, the runners on the SKunk2 IM are shorter and don't have optimum air flow at lower rpms. But I see most of you are skiptical of the IM, its is a necessity in my combination. I will be revving to 9k rpms and will need to be able to have good air flow. Now for some of you w/ out the money, and think you dual stage im w/ its little economical butterfly valves flows better than the ITR IM or the Skunk2 IM keep living in denial. Now if my car was tuned I'd be making a few more horsepower.

 

I agree with 1fastGSR, you wont really benifit until you start to rev past your stock redline. For anyone just doin basic boltons and dont plan on doin big work or goin really fast its not worth it. Especially in a daily driver who will want thier bottom end power. I purchased my skunk2 mani cuz i got it for a really good price and am gonna be goin with bigger cams soon(jun3's). My car is a daily driver too and i dont mind the loss in bottom end. With a skunk2 manifold you will get more out of it if you change the ecu to one with a single runner program cuz the fuel and timing maps are different. It will recover some bottom end, but not all of it until you get better cams.

 

don't take so personal dude!
Again, the dyno speaks for itself, and yours says nothing.
SInce you are revving to 9k rpm, yes you will benfit from the S2 IM. No doubt there!
You can't say the S2 IM is a GREAT mod for a GRS with just bolts ons! That is my point.
and BTW, some people decide to spend their money on more valuable things than just on their cars and then eat ****.


[Modified by 1fastGSR, 4:55 PM 2/19/2002]

 

Skunk 2 man is essential if your using a P28, since it relys only on the secondaries

 

Im saying its not worth if for a daily driver, and just a guy just wanting to be sorta quick and not build a beast.

 

I daily drive with my S2 but I also have a hairdryer connected to my ex mani. The S2 isn't needed if you aren't going FI or building an NA monster. That money could be better spent elsewhere!

 

Well vtec8k, you started this thread, and we haven't heard much from you. U've heard alot of good information from alot of honest people. But like we've all said, it depends on what kinda car you're wanting to have: Your great regular everyday driver GSR, your daily driving/street racing GSR(me ), and your full blown track dragster. So what are your plans for your car? What are your goals? What do you want out of your car. Because remember your car is only as good as your combination. So why don't give us a little more information about what you want your car to be, cause you very well might need to spend that money on a light flywheel

 

Well, i already have I/H/E and after hearing all the arguments about the S2 IM i will prob. not get it. I am more of a daily driver/street racer so high RPM track times are not what i am looking for. I think my next upgrade is going to be getting JDM ITR pistons or USDM ITR pistons and a Mugen or Spoon head gasket. This should boost up my CR to 11.0 or 11.4 to one. What do you think about this mod?

Later i will get cam shafts and upgrade the valve hardware...play with the cam timing. This will prob. come much later though. I wll get the CR increased for now and see how i like that.

As far as non-hp mods are concerned, I have an ITR rear sway bar, ITR LSD, H&R OE springs, Koni sports, skunk Short shifter, and stock rims with 205/50/15 tires.
I am completely happy with the hadeling of the car so i am VERY unlikely to change any of this.
Any other recommendations are more than welcome.
Thanx for all the info.
Leo

 

Hey all. I realized something very interesting today about the S2 GSR manifold and the GSR head.

I'm not sure if I can expain it, but here goes.

The S2 ITR-GSR manifold is a short runner direct manifold. No secondaries, right?

And people often say that the S2 is better over the stock GSR right?

Now, the GSR head and factory manifold are designed to flow a certain way, just like the B16 head and ITR manifold are designed to flow a different way than the GSR version.

Sorry if I lost you already, it's late.

Here's something I threw together, sorry, I'm not an artist....

Oh yea, the box represents the head, and the line represents the air flow.




Now, doesn't it make sense that the S2 manifold would be more restrictive than the OEM GSR due to the angle of air flow? It would seem to me that the OEM manifold port match and polished would flow 100x better.....

It's a shot in the dark, but maybe I've hit the hammer right on the nail

Let me know what you think.


[Modified by B18C-EJ1, 12:41 AM 2/19/2002]

 

from what i've heard and been told over the years the only reason to run the sk2 manifold is for the following reasons.

1. Turbo
2. ITR/CTR cams or any other cams with a Higher lift/duration
3. Going to Rev Higher than Normal


Also i could be wrong on this but the reason you have such a huge dip isnt because you need to raise your vtec cross. I know, i know... Your going to build your motor in the future but were talking about gsr with bolt-on's. Raising vtec will do nothing but drop the hp/torque and then when it hits it will have a huge spike. The GSR manifold is ment to run with the GSR cams. They are a combination that create better torque down low and when reving high they deliver better flow.

 

don't forget to post your new dyno after the cams are in and TUNED.

 

i've seen lots of debates on this topic, the concept for the gsr manifold is to have the best of both worlds (runners for mid end and runners for top end) the only downside to this is that when both runners are open in the higher rpm's there is more surface area for the air to be restricted by. and this only really inhibits power when youre trying to get massive amounts of air into your engine. when you get the S2 IM you NEED to get a cam that compensates the loss of mid end power. my 2 cents

 

Oh trust me, I'll post them first thing