as the title states, what is a good manifold t/b for a high revving b18c5

 

ITBs are pretty good for revving

 

Import Builders Intake Manifold with an ITR Maxbore Serviced Throttle Body.

 

the *best* manifold would be something custom made for your application with a throttle body that wont kill air velocity

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RTW DC2R &raquo;</TD></TR><TR><TD CLASS="quote">ITBs are pretty good for revving</TD></TR></TABLE>
Keep in mind this is a stock block, daily driven car with a/c and p/s

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by doood &raquo;</TD></TR><TR><TD CLASS="quote">the *best* manifold would be something custom made for your application with a throttle body that wont kill air velocity</TD></TR></TABLE>

Well other than a super expensive custom set up what whould u recomend.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by neo_ &raquo;</TD></TR><TR><TD CLASS="quote">Import Builders Intake Manifold with an ITR Maxbore Serviced Throttle Body.</TD></TR></TABLE>

this would be pretty good for a daily driver without a ton of internal work. get a nice header while you're at it.

 

import builders x2~!

 

Now that you mention it, is MaxBore still in business ?? I emailed them about a port job on my TB but I never got an answer..

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by doood &raquo;</TD></TR><TR><TD CLASS="quote">

this would be pretty good for a daily driver without a ton of internal work. get a nice header while you're at it.</TD></TR></TABLE>

ill look into them more, at the moment im running jun valves, valve springs, chromoly retainers, jun 2's on stock itr intake manifold and t/b.

 

How do you all feel about the edelbrock victor x? i can pick one up real cheap at the moment.

 

the victor x is better suited for high revving, high hp, big displacement engines

 

I hear good things about a cut/P&P'd/welded ITR intake manifold... but the money is better spent elswhere until things are pretty far along .

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by doood &raquo;</TD></TR><TR><TD CLASS="quote">the victor x is better suited for high revving, high hp, big displacement engines</TD></TR></TABLE>

Well this is a high revving motor ( 9,600 rpm) but it is not a "high" horse power beast. remember this is a D/D with a/c.

 

Do NOT get the VictorX for a 1.8L N/A motor.

An Import Builders of Endyn ported ITR manifold is the best bet for 1.8-2.0 motors. Portmatch it with a 68mm TB and you'll be set.

But IMHO, you will make more power by concentrating on the header first. A good DTR/SMS header will make more power than the best intake manifold.

 

Why do u strongly advise against it? i have seen a few charts with nice gains over a stock itr manifold.
Also how much do the import builders unsually run?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 99em1_sir &raquo;</TD></TR><TR><TD CLASS="quote">Why do u strongly advise against it? i have seen a few charts with nice gains over a stock itr manifold.
Also how much do the import builders unsually run?</TD></TR></TABLE>

We use VictorX manifolds on both of our highest HP B-series engines, 271 and 288 respectively. We have also used (tested) these manifolds on not-so-built engines, ranging from mild 1.8L to mild 2.0L, in all casese, the VictorX would loose power below ~6500-7000, and only show gains after 8000. To really take advantage of the increased plenum volume and short runners, you need some large cams, good headwork, good header, and lots of compression and displacement, minumum 2.0L and over 12.5:1 CR.

Ported ITR manifolds range in price from $400-600 depending on who you purchase through. I believe the IB manifold is around $500, but makes power everywhere over a stock ITR manifold.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 99em1_sir &raquo;</TD></TR><TR><TD CLASS="quote">Why do u strongly advise against it? i have seen a few charts with nice gains over a stock itr manifold.
Also how much do the import builders unsually run?</TD></TR></TABLE>

link?

IIRC, any charts I have seen might have gained a few HP on the top end, but the mid range was garbage. the victor X is better suited for a FI application.

&lt;&lt;&lt;did run the victor X on his previous all motor setup however (didnt know any better at the time).

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 99em1_sir &raquo;</TD></TR><TR><TD CLASS="quote">
Keep in mind this is a stock block, daily driven car with a/c and p/s</TD></TR></TABLE>
The OEM ITR motor already comes with a pretty good intake setup.

Personally, there's so much I'd do before I considered replacing the intake manifold and throttle body. If I were building a B18C, it'd be among the last things I would do, in an effort to get those last 3 HP or so.

 

Ok well the motor is curently running jun 2's with a full jun head package, walbro 250, rc 440's and P/P head ect... i was told my high power band could benifit from an edelbrock manifold. im trying to free up a little more power for when i go back to the dyno and i can get this man dirt cheap so its that or i stick with the stock.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 99em1_sir &raquo;</TD></TR><TR><TD CLASS="quote">Ok well the motor is curently running jun 2's with a full jun head package, walbro 250, rc 440's and P/P head ect... i was told my high power band could benifit from an edelbrock manifold. im trying to free up a little more power for when i go back to the dyno and i can get this man dirt cheap so its that or i stick with the stock.</TD></TR></TABLE>

the walbro and 440s are overkill IMO. if you can get the mani cheap, why not try it out? all setups are different, it may work better for you than others. if it doesnt work, sell it.

 

Well on the dyno the car maxed out the 310's at 98% duty cycle, so i upgraded to 440's. and at the time my tunner told me i whould see good gains from a intake manifold with the large cams.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 99em1_sir &raquo;</TD></TR><TR><TD CLASS="quote">Well on the dyno the car maxed out the 310's at 98% duty cycle, so i upgraded to 440's. and at the time my tunner told me i whould see good gains from a intake manifold with the large cams.</TD></TR></TABLE>

maxed out 310s? how much whp is the car making? those cams arent that large though, and you would want more compression as well to get the most out of that mani, which as already been suggested.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RTW DC2R &raquo;</TD></TR><TR><TD CLASS="quote">

maxed out 310s? how much whp is the car making? those cams arent that large though, and you would want more compression as well to get the most out of that mani, which as already been suggested. </TD></TR></TABLE>

I was told the car made around 200whp but im not %100 on the exact numbers.
Soon the bottom end will get a total rebuild with more comp.

 

440's will be perfect.. im at 290cc's and mine are maxed, im at 210 hp, and i was thinking of getting a victor x mani, and 440's also.. right now im running a PnP'd blox, matched with a 72mm rpm tb. and i too was told that i would benefit from a victor x mani

 

I have the Import Builders IM - it was one of the LAST mods I did on my fully built 2.0L car.

I agree with G. Knighton in that the stock IM is fairly good - but if you must have that last bit of hp then go for it - the difference is quite noticeable.

Import Builders:

http://www.flickr.com/photos/47305622@N00/321914397/http://www.flickr.com/photos/47305622@N00/321914409/

Stock:

http://www.flickr.com/photos/47305622@N00/445069468/