Hey.
Why do most B18C1 guys want to get rid of their intake manifold so fast? Doesn't it have any advantages over the single plennum? Is there any advantages to using a two plennum setup(specifically on LsVtec)?

 

you can't put a type r manifold on a gsr engine can you, i thought the heads were different. type r head is b16a head p/p'd i thought.

as for getting rid of the oem intake, stock intakes suck, they're made for noise reduction and smog reduction, not power.

 

with the obvious exception of the integra type r intake manifold. That is a good question? would a GSR intake manifold bolt straight up onto a B18C5 head. I don't think it would, because a type r doesn't bolt up to a B18C1 head. Hrm... predicaments. So even if I wanted to experiment with a GSR intake manifold... I couldn't.
:angry:

 

most guys w/ gsr that are getting rid of their stock intake manifolds are getting Skunk2 intake manifolds.
The stock dual plenum, long runner is just not designed for high rpm power. However the Skunk2, which is designed just the same as an ITR, is. The ITR/GSR intake manifolds are not swappable without modification, which is one reason Skunk2 started making them.

 

isn't that supose to be dual runners thing? long runners for torque down low... then a switch over to itr esque short runners for high rpm...
its like vtec, for the intake manifold, at least, thats how I understand it. I've never heard anything about anyone making an aftermarket duel plennum intake either, I'm sure it can be done though.

 

I replaced mine because I heard a tapping sound coming from the head, and suspected the intake air bypass valve diaphragm to be faulty. Needless to say, that wasn't it, but I'm happy none the less. The stock manifold is heavy, takes up a lot of valuable space, and the whole Intake Air Bypass system is full of parts that could potentially break. Its also easier to replace your oil filter, and fiddle with your wire harness once you go aftermarket. :thumbup:

The stock manifold also has a single plenum, but just dual runners. Its a nifty idea for adding a little zip and a little mileage at once, but its impractical for high performance. You're diverting air (which causes resistance) across both runners, and then that air collides on the other system near the manifold which causes resistance. BMW or Mercedes is doing an infinitely variable intake tubes for one of its big engines to get the same result. Good milage and torque low, a little more power up high... no valves or air diverters to worry over.

 

BAH! more faulty information. The B18C1 isn't dual plennum @ all. Thats weak. Oh well, untill I have the money to develop my own indefinitely variable intake (a-la BMW) I'll just stick to my type r, with illusions of a victor-x one day....

 

i meant dual runner, sorry.

 

:down:

 

I thought the victor x was the manifold to have. Who makes a better one right now?