Car: 4 door 93 honda civic LX.94 acura integra gsr
Mods:
Questions about gsr intake manifold
I was just wondering why was the gsr intake manifold the only manifold of the b series(that I know of) made upside down.What are the differences from the other I.M's and the gsr manifold better than the others?
__________________ *Stolen My First Honda*93 honda civic LX: Mods:EX tranny,2" drop on skunk2 springs,GSR blades,AEM cold air intake,b&M sts,limo tint,dc muffler/header,centerforce clutch,1pc black housing halo projectors
94 gsr: Mods:aem cold air intake with k&n,greddy catback,headman header,centerforce stg.2 clutch,Fully built head by havoc of bakersfield, CA,skunk 2 eveything,valves,valve springs retainers,stage 2 cams,ported and polished,full tokico coilovers and adjustable shocks.hondata s300,195 whp ,rota j-mag wheels red/w polished lip
The GSR IM has valves inside it. Long story short, these valves (also known as secondaries) open up a bit before VTEC engages and is the louder sound you hear while accelerating up to VTEC in a GSR. These valves together with VTEC help out the low end, and then let the motor breathe while the bigger cams are activated during VTEC.
That said, the big dyno gains I've seen with the GSR manifold, is using it with the secondaries REMOVED on any B-Series build.
Well the snail shell manifold is more restrictive at high end, but has better low and midrange power. It's how it's designed it's a single butterfly design, and I know it;s a 2 stage type manifold or something. I don't know too much about them either.
The GSR got it to make the car a little more street able compared to the type R which has the manifold that has better top end power. Hope this helps somewhat?
Mods: gc coilovers, kyb shocks, injen cai, greddy ss header and sp2 catback...
Quote:
Originally Posted by CapnToll
The GSR IM has valves inside it. Long story short, these valves (also known as secondaries) open up a bit before VTEC engages and is the louder sound you hear while accelerating up to VTEC in a GSR. These valves together with VTEC help out the low end, and then let the motor breathe while the bigger cams are activated during VTEC.
That said, the big dyno gains I've seen with the GSR manifold, is using it with the secondaries REMOVED on any B-Series build.
you almost got it, but this is how it goes. vtec kicks in at 4400 rpms and the secondaries open up at 5750 rpms. in a gsr you dont really feel the vtec engaging, its pretty smooth. its the secondaries that you feel and hear when they open up letting all that air in. man i love that sound!
really? I always thought the secondaries opened first so that when VTEC does engage, the big lobes already have all the extra air coming in.....I wonder why they engineered it in the reverse way..?
Mods: b18c sirg swap, innovative mounts all around, apex ws2 catback, high flow cat
Quote:
Originally Posted by soldiermanny
you almost got it, but this is how it goes. vtec kicks in at 4400 rpms and the secondaries open up at 5750 rpms. in a gsr you dont really feel the vtec engaging, its pretty smooth. its the secondaries that you feel and hear when they open up letting all that air in. man i love that sound!
he's got it. the secondaries help with smoothing out the power band. while this setup wont have the highest "peak" numbers, acceleration is present at almost any rpm. the secondaries are like four more throttle bodies within the intake manifold, keeping them closed at low rpms makes the air travel through narrow, long runners, which help low end torque. opening them up at high rpms lets the air flow through straight, short, large diameter runners to the intake valves. the "butterflies" as these throttle plates are nicknamed have nothing to do with the vtec sytem in a honda. the may benefit each from each other, but are not the same thing.
-quikflip
projekt: Tarzier
97 ek hatch
back to D-series (was: Sir-G swap, oem lsd equipped)
apex'i ws2 catback exhaust, spoon shift knob, skunk 2 short shifter, omni power street coilovers, little appearance and audio goodies
165 Whp 126 Tq is no more
projekt: Tarzier
97 ek hatch
back to D-series (was: Sir-G swap, oem lsd equipped)
apex'i ws2 catback exhaust, spoon shift knob, skunk 2 short shifter, omni power street coilovers, little appearance and audio goodies
165 Whp 126 Tq is no more
Car: 4 door 93 honda civic LX.94 acura integra gsr
Mods:
Well I was just wondering cause after having my head built my mechanic said that the stock IM should do just fine.I WAS also going to get a skunk2 IM.You guys think I should?
__________________ *Stolen My First Honda*93 honda civic LX: Mods:EX tranny,2" drop on skunk2 springs,GSR blades,AEM cold air intake,b&M sts,limo tint,dc muffler/header,centerforce clutch,1pc black housing halo projectors
94 gsr: Mods:aem cold air intake with k&n,greddy catback,headman header,centerforce stg.2 clutch,Fully built head by havoc of bakersfield, CA,skunk 2 eveything,valves,valve springs retainers,stage 2 cams,ported and polished,full tokico coilovers and adjustable shocks.hondata s300,195 whp ,rota j-mag wheels red/w polished lip
Questions about gsr intake manifold
,rota j-mag wheels red/w polished lip
)MODS: 60mm JDM Tanebe Medalion Exaust, Spoon Sports testpipe, Magnacore 7.5mm Ignition wires, Hankook Ventus tires, ITR Header, AEM Cold Air Intake, Amber Headlight tint, Prelude sunroof visor, ITR Spoiler, ITR shift knob, H&R Sport springs, Koni Yellow adjustable shocks, Stoptech Stainless steel lines, Brembo pads, Energy suspension poly bushing kit
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