This is just general information i would like to share on the progress of this manifold. More testing will be done on other platforms, manifolds, and cams. One day, this might be available to the public... that being the Manifold and Header Combo.

Engine Size - 2188cc 90x86
CP Pistons 12.6:1
Cunningham Rods (S2K width Journals)
IPS K2's (billet steel)
Head Ported by Superior Automotive
STOCK K20 OIL PUMP with SPRING MOD
Prototype 9.0 Manifold
Prototype Header
MS 109 Fuel
Accessories - Water Pump and Altenator
Built by Joe McCarthy

The goal was to tune the supporting mods to make power at 9000 rpm... we missed our goal by a little...

Note this dyno reads 7% higher than a dynojet for anyone that cares...





Any Questions, Any Answers...

 

thats still really impressive, wish i woulda known about the kswaps 3-4 years ago, woulda saved me lots of trouble with these b's

 

yeeepppp

 

what duration in the cams. looks good , needs more intake duration most likely or retard int. cam a tick to get more at 9000

 

As listed in the begining, the cams are little 8620 steel K2's, with 44 degrees max VTC.
More camshaft would make more HP, but they wouldn't change the RPM where the engine makes peak HP. It'd still be right at 9,000 rpm, and its the manifold that dictates that, nothing else.

 

Jesus christ.

 

So is this the answer to some prayer you made to Jesus?

 

Do we get to actually see the manifold?

 

I just joined HondaTech, so my newbie status dictates that I have to wait 15 days before I can post any pictures, etc. So in a little over a week I'll post pictures of the production 9.0 manifold in a couple of different variations.

 

220 torque with a 86 crank.


Lmao

 

The fact that the motor made 221 lb ft of torque at 5,500 rpm isn't really significant. What's important is the fact that it continued to make 210 lb ft all the way to 8,300 rpm, where the manifold started tapering it off so the HP peak would occur right at 9,000. That same manifold did exactly the same thing on the 2,585cc we tested, even though that engine had .615" lift cams and a head with huge ports and 37mm valves, the torque curve didn't start tapering off until 8,350 and the HP peak was right at 9,000. Look at 100 K-series torque curves and generally speaking you'll see the torque start falling off at between 6,000 and 6,500. That's a function of the intake runners being the wrong length to take advantage of the 2nd order harmonic above 7,000 rpm, and that's just one of the important differences between the manifolds I'm making and everything else that's out there.

 

so when exactly do you plan on letting someone see it for themselves instead of these bullshit dyno numbers?

 

I can't post any pictures on this forum until Dec. 30th, but if you're interested there are already pictures on Club RSX. Same thread title.
And don't assume the dyno numbers are Bullshit just because of your limited experience.

 

does this k20 motor still exist in a car? id put some serious money on the line this thing doesnt even break 300 hp with that crank and cams... youre a riot dude. no wonder your big motor numbers are insane.


u have listed so many big motors with this manifold in your testings. why hasnt anyone seen a single car at the track running your manifold let alone running a number. do you just have access to all these stroker drag motors that never race?

 

The 2,188cc engine is still in my shop, just sitting there waiting for the next time I need to use it for dyno testing. I built it as a faily low budget dyno mule motor, and its never been in a car.
The guy who owns the 2,585cc engine is too broke to go racing at the moment, silly little things like making his house payment are more important to him at the moment. Also, that engine was built using a K20 block, and he's seen the folly in that and is going to build another engine that's even bigger than the usual copy-cat 2,697cc configuration. He already has 2 race cars, his original CRX and an ultra-light tube chassis RSX, but niether of them are being raced right now.
The 2,621cc motor? I don't know, I don't see that guy very often.
That's the extent of the "big motor" testing we did. It was certainly enough to prove the viability of the manifold over both the Hayward/ IPS manifold as well as Kinsler ITB's.
If you're willing to put your money where your mouth is, then but a plane ticket and fly to LAX. It only takes 15 minutes to get from the airport to the dyno, so you could be back home in time for dinner. It'll cost me more than that to set up for the dyno test so you can see the HP with your own eyes, so we'll call that part a wash. What's the bet? $1,000? $5,000? You call it, I'm ready any time.

 

I have great faith in this manifold, and I have gathered some photos from the different forums to my facebook page.

The long runner design that takes advantage 2.order harmonics, BIG runners, the nice shaped "stacks", the great placement of the injectors, plenum size and centerfeed plenum is some of the aspects that makes it great. Also, from the pictures I have seen it looks like it can be customized to fit many different applications (angle of TB plate on the ceterfeed, TB distanced from the plenum with the centerfeed plenum, custom fuel rail to fit under the hood, end feed plenum).

Check here for lots of pictures (included in-car pictures): https://www.facebook.com/media/set/?...1672027&type=3

 

page doesn't work

 

Strange.

Anyway, I suppose the safest way is to go to facebook.com/nybga and just scroll down, or go straight to the pictures folder (it it not long since I put them up).

https://www.facebook.com/nybga

https://www.facebook.com/nybga/photos_albums

 

Sickkkk,.

 

When posting images from a site like facebook, you need to right click on the image and select "copy image URL." Then you can past the URL in the image box.

 

Very nice, interested in seeing some more shots.

 

Sleeper,
Shoot me an e-mail and I'll send you more photos.
jomccarthy@att.net

 

Hey Joe. Please remember that you are not a vendor here on H-T and mustn't act like one. Soliciting sales is strictly prohibited by non vendors.