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K Series Intake Manifolds TEST



 
#1

toate modelele (sau cele mai uzuale) folosite pentru K20, ii mai vechi dar daca tot mi=am adus aminte de el sa fie si pe aci (linkul articolului original si cu poze si grafice dyno la final)

K-Series Intake Manifold Shootout - Kapow!
By Katman/ Photography by Katman
Super Street, February, 2010

If you're an enthusiast like me, you too, are a member of a web forum(s) that relates to your car and/or engine swap that provides a rich source of technical information. For me, it's the K-series engine swap, and one forum I am a member of is K20A.org. This has to be the most popular, if not most technically filled, forum on the net for K-heads since this swap blew up in 2003.

I'm also a fan of OEM Honda performance and parts. I like seeing what mixing and matching of the best OEM engine components will produce before having to go aftermarket. For the ones that know, K20s out of the box don't need much to make them fast - queue in the K-series intake manifolds!

Back at the end of July, Skunk2 finally released their K-series intake manifold to the public. I had the pleasure of being one of the first people to get my hands on one for test fitment on my K20A Type-R engine. My friend and ex-coworker from AEM (Rob Green), helped with the install and also photographed our install. The following day, I created a post on K20A.org using Robert's photos and lots of interest was generated. So much interest in fact, that it sparked the idea to dyno compare the most widely-used OEM K-series intake manifolds on the market today. That being said, these are the seven K-series intake manifolds I was able to get my paws on and dyno compare. Thanks to a couple generous K20A.org members, I was able to borrow a few manifolds I did not have access to. Some completely stock, some modified.

In addition to the shootout, I thought it would be proper to test out different sized throttle-bodies. But as it turned out, not every manifold was match-ported to 70mm. I had my stock 62mm Type-R t/b ported by Maxbore, which became 64mm tapering out to 70mm - similar to a K-series Spoon ported throttle-body. Blox Racing donated one of their new billet 70mm t/b for the shootout. Rob luckily had a ported Accord t/b which was originally 60mm, but was Maxbored to 62mm tapering out to 64mm (not shown). The Accord t/b was used on manifolds that were not match-ported to anything larger than 62mm - this included the BPR RBC and Endyne ported RBB manifolds, and were a direct bolt-on affair, no need for a throttle-body adapter plate! Excluding the stock RBC, all other manifolds were opened up to 70mm.

The shootout was performed on my own K20-R-powered '92 EG Civic at Erick's Racing Engines (ERE) in Baldwin Park, California. Internally, my engine is stock, meaning no aftermarket cams, valvetrain, pistons or headgasket - all stock Type-R internals. The mods my K20-R does have are the following: Acura RDX 410cc injectors, KPRO ECU, Rcrew 4-1 header, custom 3" exhaust with mandrel piping, AEM hybrid CAI and thermal intake gasket. With K20A-R to K20A2 (US Type-S), the only big differences are the slightly higher compression pistons (11.5 vs.11.0) and better camshaft profiles. I think this is a good base to start with and reference, especially for those K-swappers who want to leave their engine internals mostly stock.


MANIFOLD PREP


Before even heading over to ERE, I made sure all manifolds fit without issue. Some did have fitment issues and needed light modifications while others fit just fine, but then my DC5 (RSX) radiator's upper water neck and hose created clearance problems with the Throttle Position Sensor (TPS).
Before even heading over to ERE, I made sure all manifolds fit without issue. Some did hav
I wound up buying a fullsize aluminum race radiator and had it modified at Harman/A.Q. Motorsports. A.Q. moved the upper waterneck to a respectable new location which freed up the TPS clearance issue. Most K-swappers run a Civic half-sized radiator and will not run into this clearance problem. I wanted maximum cooling, hence the reason for going fullsize.
I wound up buying a fullsize aluminum race radiator and had it modified at Harman/A.Q. Mot
Then there was the upper idler pulley/oil pump assembly that needed to be shaved down some. The RAA/RBB #4 runner makes contact with upper assembly making the manifold somewhat difficult to install, hence the reason for the shaving job.
Then there was the upper idler pulley/oil pump assembly that needed to be shaved down some

The RBB and RAA manifolds needed the most modifications. Both needed a section of center webbing removed in order to feed the injector wire harness through to reach the injectors.
The RBB and RAA manifolds needed the most modifications. Both needed a section of center w
The RRC manifold needed to have an IACV port created so the IACV could work.
Luckily the modification was already performed by the owner who lent it to me. All manifolds excluding the "PRC" needed the waternecks lopped off because most of the K20A engines have a waterneck that is separate from the intake manifold.
With that taken care of, I was ready to start the shootout at ERE. The dyno testing took place on three separate days or sessions. In Session 1 we dynoed the PRC and Endyne ported RBB. Session 2 was the stock RBC and Skunk2 manifolds. Session 3 we tested the remaining BPR RBC, RAA and RRC manifolds.
ERE uses a Dynapack dynamometer that is calibrated for wheel horsepower. As a disclaimer, I would like to mention that all dyno tuners have their own preferences, calibration settings and so on with their own dyno configurations. The results I make may differ from your results.

The RRC manifold needed to have an IACV port created so the IACV could work. Luckily the
Katman Says: Not only did Erick reach 228whp but he managed to reach the 150+ torque range, touching on the RBB's torque output! RRC hype understood.

As you can see with these results, for an internally stock K20A Type-R engine, the tuned RRC wins hands down. It makes the best top end power and even gets into the 150 torque marker. On the other hand, the Endyne ported RBB makes some serious mid range torque gains over all of the manifolds. Comparing both powerbands you can see where the RRC and RBB manifolds shine the most. Skunk2's manifold held its own against the RRC. BluePrint's RBC didn't do too bad either for being on a stock, smaller liter K-engine.

Erick Says: The RRC is good for a stock to mildly-built engine. The powerband peaks 1500rpm earlier than Skunk2 manifold. The Skunk2 is good for a stock to mildly-built engine as well, but because the powerband peaks later, it will prevail on a built engine.

With these final results, on top of having a skilled dyno tuner, cam angle seems plays the biggest role in tuning the K-series engine.


1. STOCK PRC BASELINE 214HP 144TQ

The "PRC" manifold is found on the JDM K20A Type-R engines. The U.S. equivalent or "PRB" is found on the '02-06 RSX Type-S (K20A2/Z1) and '02-05 Civic Si (K20A3), with slight differences in runner design. I've been using this manifold since day one of my K-swap, so about five years now. The baseline run was rather disappointing, as I've been driving on an un-tuned KPRO startup calibration for quite some time. I had VTEC set to 5300rpm and redline at 8800rpm. Power to the wheel as my current engine setup stands (with the 64mm throttle-body) was 193whp/136tq.



Just terrible! Erick went to work, adjusting air/fuel ratio keeping it as close as he could to 14.5, changing cam angle ever so lightly, and adjusting ignition timing. Five dyno runs later, the best he could tune the PRC was a nice 214whp/144tq.
Just terrible! Erick went to work, adjusting air/fuel ratio keeping it as close as he coul
The final tune from 0-5400rpm was leaned out, 5500-8000rpm fuel was richened up, and VTC was retarded about four degrees in the mid-range, and VTEC crossover was lowered to 4000rpm. Dropping the VTEC crossover point helped a lot.
Next, was trying the 70mm Blox throttle-body. The engine had time to cool off during this time, as it was a hot day, close to 94 degrees ambient. Once on, the first couple of runs showed signs of running rich, probably because the engine was semi-cold. Once warmed up there weren't any significant gains and approximately 1-3hp was lost throughout the whole powerband. Erick performed some more tuning with the Blox t/b but was unable to surpass the power made with the 64mm t/b, though, the power made was very close to what the 64mm t/b produced.
The final tune from 0-5400rpm was leaned out, 5500-8000rpm fuel was richened up, and VTC w

2. ENDYNE PORTED RBB -.2HP +11TQ
The "RBB" is a two-piece intake manifold that comes from the '04-08 TSX. This one is owned by a k20a.org member who had it ported by Endyne with a special "K20" specific port job. Endyne cut open the plenum to fully gut this beast out and then welded the plenum back together.


Erick reached the same wheel horsepower as the PRC, yet gained 10lb-ft of torque with this manifold! The torque increase is just amazing when comparing graphs against the PRC. You can thank the RBB's long runner design for the increase in torque.
Erick reached the same wheel horsepower as the PRC, yet gained 10lb-ft of torque with this

3. STOCK RBC +5HP +.6TQ

The "RBC" manifold is currently the most widely-used K-manifold to upgrade to for the K20 and K24 engines. It especially shines on the K24 Frankenstein swaps (K20 head/K24 block). Its design has short runners and a large plenum, great for top-end power. In comparison to the PRC, the RBC drops about 5hp in areas of the low end and mid-range, but has better top-end power after 7200rpm to redline. Final results made 219whp/144.6lb-ft torque.



4. SKUNK2 PRO K-SERIES +10.4HP +2.4TQ

Behold the long awaited Skunk2 Pro K-series intake manifold. Still fairly new on the market, I was able to borrow this manifold from a fellow K20A.org member (pb16b aka Jason at Suja 1 Motoring). Now this manifold was dynoed by a couple other K20A.org members who didn't have pleasing results. This did not discourage me.


If my engine weren't limited to 9000rpm, this manifold would make even more power as the curve keeps climbing. In comparison to the RBC manifold there's a fat gain of mid-range at 4500-5700rpm, then power tapers off matching RBC's power at about 5800-6100rpm, then Skunk2's power gradually takes off all the way up to redline.
If my engine weren't limited to 9000rpm, this manifold would make even more power as the c

5. BLUEPRINT RBC +5.3HP +1.3TQ
BluePrint Racing is one of the highest regarded K-series engine building shops known. They offer services such as their popular "BluePrint intake manifold" which is a thorough port job on the RBC intake manifold. Their port job is geared towards the big boy K24A engine builds. The BPR port job requires the cutting and opening of the RBC plenum so the runners can be accessed more easily. Porting is performed and once done, the cut plenum piece is welded back into place.


We compared the BPR graph to the stock RBC and there were significant low to mid-range power gains made over the RBC, yet top-end was only slightly better. If my K20R were cammed I'm sure the BPR manifold would respond even better.
We compared the BPR graph to the stock RBC and there were significant low to mid-range pow

6. RAA MANIFOLD -10.5HP +7.4TQ

The 2-piece "RAA" intake manifold is found on the '02+ CRV, '03+ (4cyl) Honda Accord and '03+ Element. It is very similar to the RBB TSX manifold design, but has a smaller plenum and a 60mm throttle-body hole in comparison. A lot of Accord/CRV/Element owners upgrade to the RBB manifold because of the larger plenum, which shows some healthy torque gains. Curiosity made me want to see what kind of power this piece would produce on a K20A engine. This RAA was left completely stock except for the throttle-body hole, which was opened up to 70mm.


At the end, the final tuned calibration was close to what the RBB was set to in terms of fuel, ignition and cam angle. The RAA makes decent torque as it stands, but lacks in the horsepower department. Perhaps an Endyne port job could bring the RAA horsepower up to a feasible level!
At the end, the final tuned calibration was close to what the RBB was set to in terms of f

7. RRC MANIFOLD +14.5HP +8.6TQ

The "RRC" manifold is found on the JDM '06+ Civic Type-R (FD2) K20A engine. Physically, the RRC looks almost identical to that of the RBC but has some significant differences upon closer inspection. On top of costing almost double what the RBC is, the runners are wider and a bit longer and the plenum seems to have more of an oval shape (internally) versus a rounder shape. There is a lot of hype surrounding this manifold on the forums and I wasn't sure why. I gratefully thank K20A.org member 6spd_EK (Greg) for lending me his RRC for this test as I had no other access to one. As mentioned earlier, there is no IACV port on this manifold, so one had to be created for the IACV to work. Luckily Greg already had this pre-done for me!

Once installed with 64mm throttle-body and using the tuned Skunk2 calibration, baseline run produced 214.3whp/144.81tq. Erick worked his magic and reworked fuel/ignition timing/and cam angle and power gradually increased up to 223.9whp/148.9tq.

This was the best he could tune with the 64mm t/b. We moved onto the 70mm t/b and power was almost identical to the 64mm t/b except top-end power falls earlier right around 8500rpm. Erick played with fuel and cam angle some more and hit 226whp/150tq while fixing top end loss! He felt he could get a little more cowbell from this manifold and in the final pull was able to hit 228.5whp/152.6tq -- just amazing!

Not only did Erick reach 228whp but he managed to reach the 150+ torque range, touching on the RBB's torque output! RRC hype understood.


SOURCES:


Erick's Racing Engines - http://www.ericksracing.com
K20A.org & K20A.org members - 6SPD_EK (greg),PB16B (Suja1) & KON - http://www.k20a.org
Robert Green Ben@BluePrint Racing - http://www.blueprintracing.com
Blox Racing - http://www.bloxracing.com
Karcepts - http://www.karcepts.com
A/Q Motorsports & Ryan Novak
Endyne Energy Dynamics - http://www.theoldone.com
JHPUSA - http://www.jhpusa.com
K20Mart - http://www.k20mart.com
Skunk2 - http://www.skunk2.com



Read more: http://www.superstreetonline.com/techart...z1vVKLZSur



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#2

pe mine ma apuca rasul cand vad diferentele astea de hp intre run-uri pe dyno.

un run cu 84° ECT indiferent de setup este deja cu cca 10 bhp fata de un run la 90° ECT.

EP3 cu harta stock in plina vara cu valori IAT de 40° si ECT° cca 90° in urma corectiilor de avans (protectie) ajunge la doar 160 de caluti Icon_yikes

niste baieti de aici au testat indelung 3 CTR stock pe dyno simuland diverse temperaturi.

cu hondata de schimba si corectiile astea dat totusi se ramane in regiunea safe.



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#3

Dynourile astea trebuie luata cu putina sare si piper, nici doua runuri nu sunt la fel.

Sent from my GT-I9000
Honda nu arde uleiul, il foloseste.



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#4

RBB
Part #: 17110-RBB-000
Weight: 6.2kg
Throttle body opening: 60mm (with idle bypass)
Runner Length: 31.0cm
Runner width: 4.4cm (min)
Runner width: 4.8cm (max)
Individual runner volume: 492.5cc
Total runner volume: 1970cc
Plenum volume: 1650cc
Total manifold volume: 3620cc

RBC
Part #: 17100-RBC-J00
Weight: 4.5kg
Throttle body opening: 62mm (with idle bypass)
Runner Length: 18.5cm
Runner width: 4.8cm (min)
Runner width: 5.1cm (max)
Individual runner volume: 270cc
Total runner volume: 1080cc
Plenum volume: 1720cc
Total manifold volume: 2800cc

RSP
Part #:
17100-RSP-G00
17101-RSP-G00
17102-RSP-G01
17103-RSP-G00
Weight: 5.6kg
Throttle body opening: 64mm (no idle bypass)
Runner Length *1: 25.5cm
Runner Length *2: 19.5cm
Runner width: 4.8cm (min)
Runner width *1: 5.8cm (max)
Runner width *2: 5.1cm (max)
Individual runner volume: 295cc
Individual velocity stack volume: 105cc
Total runner volume *1: 1600cc
Total runner volume *2: 1180cc
Plenum volume *1: 2530cc
Plenum volume *2: 2950cc
Torque Chamber volume: 800cc
Total manifold volume: 4930cc

*1 with velocity stacks fitted
*2 without velocity stacks fitted

RRC
Part #: 17100-RRC-000
Weight: xx kg
Throttle body opening: 64mm
Runner Length: ~ 19.0cm
Runner width: ~5.1cm (min)
Runner width: ~5.3cm (max)
Individual runner volume: xxxcc
Total runner volume: xxxxcc
Plenum volume: xxxxcc
Total manifold volume: xxxxcc



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#5

ceva interesant: http://blog.vittuned.com/2012-honda-civi...omparison/
Invidia Injen Weapon-R Eibach Drag Wheels Skunk2 Magnat



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