I searched but found no results/gains of the top fuel intake and heard it has the same chamber design as the j's intake. Anyone know the gains or ever had one?

 

bleh?

 

yo.. word.. ready to play some more cs later tonite??
we should make ITR clan eh?

anyways. what the hell is top fuel intake? i've never seen one... i'd go with mugen

 

yea im ready to awp j00r *** in cs tonite
what should the clan name be?

 

wow that's nice looking intake.. the arm looks like arc ones...

we could name it like ITR #1244 and yours ITR# XXXX

haha i dun know.

 

that seems cool, waht time we gonna start

 

i have the orignal top fuel intake, the design J's copied to make theirs....

i'll know gains sometime soon, seeing as my engine should be getting put together this week..if i get some time

 

Why does everyone fixate on intakes? It's such a waste of time IMHO...just pick one with the correct dimensions and go onto bigger and better things...

 

how is it a waste of time?

the venturi style intake has been proven over and over to make power

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GSRswapandslow. &raquo;</TD></TR><TR><TD CLASS="quote">how is it a waste of time?

the venturi style intake has been proven over and over to make power</TD></TR></TABLE>

An intake is a very small part in the great scheme of things.

 

I like mine. Im soon to be turbo so it will be for sale in 2 months, any takers?

 

I used to use the "Power Chamber" I don't think it is anymore or less effective than the J's design.

But the filter is much better than the J's stock filter.

 

type r's already come with a decent setup. it gets cold air.


edit: actually, you could remove the fender liner and it'd get really cold air.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Justin Klemgold &raquo;</TD></TR><TR><TD CLASS="quote">An intake is a very small part in the great scheme of things.</TD></TR></TABLE>

thank you Captain Obvious

but if you can come accross one part that will benfit ANY setup, then it's not a waste of time. there's not an engine out there, n/a obvioulsy that uses a plenum, that wouldn't benifit from this design intake

 

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

thank you Captain Obvious

but if you can come accross one part that will benfit ANY setup, then it's not a waste of time. there's not an engine out there, n/a obvioulsy that uses a plenum, that wouldn't benifit from this design intake</TD></TR></TABLE>

Wrong....if you're designing a car for a midrange powerband, then you'd want a CAI not a short ram....

People just like to slap things on and not know why....lego building....sounds like you're guilty of it.

 

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

Wrong....if you're designing a car for a midrange powerband, then you'd want a CAI not a short ram....

People just like to slap things on and not know why....lego building....sounds like you're guilty of it.</TD></TR></TABLE>
if you're designing a car for midrange then you're probably road racing...you'd want throttle response too...most CAI's don't have throttle response

 

and a CAI won't necessarily give you the resonant hump where you want it either. The tuning of the intake length is different on every engine. But the j's WILL make power over ANY bolt on intake, and stick right with(if not surpass) a tuned intake.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GSRswapandslow. &raquo;</TD></TR><TR><TD CLASS="quote">and a CAI won't necessarily give you the resonant hump where you want it either. The tuning of the intake length is different on every engine. But the j's WILL make power over ANY bolt on intake, and stick right with(if not surpass) a tuned intake.</TD></TR></TABLE>

I highly doubt that.

You think the J's intake is going to make more power than ANY intake on a 2 liter 13:1 spec C engine, and its going to make more power than ANY intake on a bone stock ITR? How about a stock D series?

 

Mugen Intake has been dyno proven to be the best for the ITR

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by NZMugenITR &raquo;</TD></TR><TR><TD CLASS="quote">Mugen Intake has been dyno proven to be the best for the ITR</TD></TR></TABLE>
I would hope so for its price

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by StyleTEG &raquo;</TD></TR><TR><TD CLASS="quote">I highly doubt that.

You think the J's intake is going to make more power than ANY intake on a 2 liter 13:1 spec C engine, and its going to make more power than ANY intake on a bone stock ITR? How about a stock D series?</TD></TR></TABLE>

in simple terms, yes

my top fuel is on a stock d16 right now, and it made considerable power....it'll then go onto my 2.1L street engine..andwe'll see the gains there....and it's also going on a little bit more extreme 2.1L than you mentioned as well....and the reason, more power

 

If you think about resonance tuning and acoustical supercharging, you will see quickly that there is no way one intake design will out preform any other intake on any engine you throw at it.

The intake may have made power over STOCK. But did you really test it against other diameter, length, tapered, etc intakes to see if it out performed them all?

 

i've seen many graphs of the intake compared to many other things...and it always come out on top...always

 

On every setup, has it always been the same?

The idea is that with different lengths and diameters you can tune for when the harmonic resonances will overfill the cylinders (think over 100% VE). This happens as the intake waves bounce off closed intake valves and amplify within the plenum. They return down the runners when the intake valves are open, and overfill the cylinders.

This is where the AEM hump comes from, but its down low because of the length of the intake pipe. However, peak VE's location is also dictated by the rest of the engine package. Which is why the AEM intake for the ITR occurs at the same location as the GSR and LS even though all three use different diameters.

So there is no way for one intake to provide the best gains possible over any engine or any setup, because every engine and every setup would require something different.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GSRswapandslow. &raquo;</TD></TR><TR><TD CLASS="quote">i've seen many graphs of the intake compared to many other things...and it always come out on top...always

</TD></TR></TABLE>

Many?

On a Type R?

I'd love it if you would care to share some of the many that would compare it to the Comptech Icebox,,,, or better yet the Mugen. Both of which BTW by definition are both Cold Air And Short ram style.

So, please post a comparison if you could, or heck post many of the many you say are out there. I love to read through them.


Me = who is also less than impressed with intakes when it comes to our cars. A good header and catback are a completely different story.