so what kind of porting can i do to a NA engine if i do not want to go to standalone ecu and if i half bridge should it be on the primary or seconday and what should my expected hp gains be? also could a mega squirt or some other piggyback help me out instead of a full standalone. also could the n370 stuff help me out here or is that useless without a turbo i was thinking that the timing was dependent on boost right or wrong there. people also said i couldnt squeeze 300rwhp out of a 4-cyl mustang but i drive one, and i cant let a ford beet a rotary.

this is why i drive an FD now more air more power less BS.

 

My personal opinion is that you should never run a bridgeport or any kind on a naturally aspirated engine if you are still running a stock intake manifold and/or a stock ecu.

 

OK here is a question that may or may not have any relevance, what about an intake from an RE motor? what kind of headache is that to swap on and any idea as to what gains? my guess would be not enough for the headache but I have been wrong before.

I also know where there is a wrecked RX8 which might have an intake too LOL but that would defiantly be crazy talk.

ok before I destroyed this thread .....

 

You can gain over 10hp swapping the s5 intake onto a s4 n/a.

 

http://www.globalvicinity.com/images....9577_2807.jpg

 

I forgot about that dyno graph. I would like to know how is engine was tuned.

His power ends about 6800. Mine ends around 7500.

He gained about 8hp +/- from studying that graph. I had to put it in MSPaint and draw straight lines to the edge.

 

But just saying it "feels" better isn't going to sell, having that dyno handy is helpful.

 

Bloody, I'm one of the guys on here who believes a half bridge is a waste...it gives you the cons of a bridge port without the proper power...IMO its just a half assed port..go for a full bridge. And to gain the maximum power potential aftermarket///custom intake and exhaust is an absolute must....standalone also to tune the living **** out of and extract every little bit of hp.

 

I thought the S5 AFM was also responsible for the power increases.

 

Have you tried it? No? Then don't speek. Using the VDi is a large kick in the *** compaired to the s4 manifold.

There have been others that have seen back to back dynos with 10hp +/- gains from the manifold. Just because I havn't seen one except the one above doesn't mean its not possible.

Why don't we all just say its only worth 1-2 hp since thats what everyone thinks

 

Ive tried it, its not that big of a difference. Its not worth the effort, and I would not do it again. The biggest difference is a mildly stonger midrange, everything else was exactly the same. Also if it counts for anything I lost 3mpg.

 

I see that reading fundamentals is not a requirement on this forum.

I don't really know how to say it anymore clear.

What I said is that people like YOU just go around saying it's worth it because it FEELS better. The dyno is what proved anything to me, but without that it would come off as speculation. And for the amount of work it is why would anyone want to take on the project when the gains are: "It feels better".

****, people said SDJ headers "felt" better but we have no clue if they are because noone has one. It's just a butt dyno and butt dynos lie, and it's like a LS1 before and after cam where there is no doubt in your mind that you're going fasster.

And back to back dynos, even the same day? That project doesn't exactly look like a walk in the park to come the same day.

I am NOT ARGUING the fact that it gives 10-12 HP, the other dude already posted the dyno (too bad the torque numbers where pretty subpar ).

But simply, I am saying: Having ANY kind of proof is better then telling everyone "it feels better" and it "does give 10HP because I felt it pull way hard".

Now before you SPEAK, re-read what I typed before and learn that I'm just annoyed by the way you went about things, any proof is better then "it feels better".

I actually, finally, agree with you.

 

After what 3yrs.

 

14hp from an AFM?!

The AFM does practically nothing for power (proven).

 

"It feels better" is a pretty vague discription of how much of a kick in the *** you really get.

I don't go around saying DO IT because it "feels better". I made a true CAI for pressure you think im going to say do what i did because it feels better? Nope because it probubly wont do anything on someone elses engine.

Many people have done the swap and MANY people will suggest doing it because MANY people have the same kick in the *** feeling unless something else is wrong which if you read the numorus threads about the swap instead of making a new one asking the same questions, then you will see some of the issue you may face that could lead to less or the same power output after the swap.

Others will also forget about the stock exhaust that is HIGHLY restrictive. They may do the swap and think its trash what in fact they have done nothing to the exhaust besides a CAT back and are not thinking about the clogged cat.

I would like to know where you think the S5's extra power came from? Answer me that.

Completly different expereice from what I had when I first put it on beside the mid range. VERY strong pull from 5000 - 7500. I even put the S4 mani back on one day and it felt like **** ending at just after 6000.

 

But that's what you where saying, read the other posts.

For pressure? I don't think I get what you're saying there. But before a dyno was posted, you just said "it feels better" about the S5 intake, that is what had me irked.

Beleive or not, my engine guy at the time told me not to even mess with the stock N/A intake manifolds. He also has made alot more power on his car then, well, 90% of the other NA guys. He advised me to go TII or custom.

But again, I'm not arguing that the S5 UIM isn't good. Which is why I wish you would read my prior posts, my personal opinion was it was just not worth the time and effort to the average dude. But if someone else has the time and effort, more power to them .

That isn't exactly a secret.

Alrighty.

I already admitted that I was wrong about it in an earlier post (which is why I urged you to read UP in now two posts). But again, I'm not arguing it. I'm just not happy when people like you just give a butt dyno and tell people that's the only reason why (If you read my cavalier reference). A little proof goes a long way and if I was a novice asking the question, I know I wouldn't want a guy to say "It feelz way better yo".

It's simular to that Cavalier thing I noted and the FD UIM results.

 

Less resistance equals increase in pressure. Having the filter in front of the rad also aids in pressure increase.

Does this engine builder have experience with both manifolds? It really depends on your setup. If your going for large ports then Custom intake manfiolds may be the way to go. Going turbo is a different world and has nothing to do with the n/a intake manifolds. Obvesouly your engine builder wants more power then the n/a can put out. Thats fine, everyone has their desires.

90% of the other n/a guys have no money. Its takes a lot of money, skill, tuning, and time to make a lot of power on a n/a. Obevsouly the stock manifolds have their limits which most of the time is not reached unless you are going with a very large street port. The S5 intake manifolds would be usless on a b-port engine as well. Money, time and skill it takes to go outside the limites of the manifold and start making some power over 200hp


Average dude, maybe not, I suppose it depends on what average means. I don't know how you can make an opinion on something you have no experience with. You only have seen a dyno graph with no other information about the engine setup. You don't want to beleive the many people that have done the swap, fine, but don't start telling people its not worth it when you have no experience with it.

Its not like doing the TB mod and saying, "ya it feels better in the mid range and top end" when in fact nothing has changed in the aspect of performance. You don't have to "think" its better or make your self believe it feels better like many do with the TB mod. When I say, kick in the ***, I mean a very hard acceleration but that means nothing to you I know.

 

I've made my point already, I don't see why you're still replying.

What's funny is "I" used to be one of the "all motor" preachers on this forum. You're just repeating information I already know and arguing with me for no reason.

Don't assume that I haven't messed with it or been involved with cars that have done it, which you have been doing since my first reply.

 

S4 N/A cars used 2 monolithic "pre" catalytic convertors. Mazda deleted the first monolithic cat on the S5 cars. Whether or not this affects power, or by how much, I don't know, but the exhaust systems were not the same.

 

You're right, I stand corrected. I doubt it would have much effect on power though, considering how restrictive the rest of the system is. The Japanese FC's have no pre-cats and are still quoted at the same power as US FC's.

 

Let's just keep things simple. All of you people who always demand dyno proof for everything (let's ignore the fact that a dyno is a 2D representation of only a fraction of a 3D powerband and doesn't tell us much!), just keep what you are using and be happy with it. To those that are intelligent and actually do realize that an S5 manifold is superior in every way to an S4, use those. That way everyone is happy!!! It's a win-win situation.

I've used both an S4 and S5 manifold. If anyone claims to have also used these and says the S5 doesn't make anything additional that can be felt, quite frankly something is wrong with your engine! Get that fixed! You'll never feel anything beneficial until you do. I currently have an S5 manifold on my ported engine. I also have an S4 lying around as well as S4 and S5 TII manifolds. I've even got a 1 piece Weber manifold lying around. For street use the S5 n/a is very hard to beat. It's a worthwhile mod. It does far more than any cone filter or ignition upgrade could ever hope to so yet people do those all day everyday. I just don't get it.

These are just my observations though so if you've had different results, good for you. Use whatever makes you happy.

 

So on n/a s5's this VDI makes amazing?

I never notice anything past 5k rpm :s just keeps going till the redline.

 

I think ignoring that fact is a good idea in this case, because the VDI doesn't really help in part-load or transient situations. It's really only beneficial at full throttle, which is exactly what a dyno shows.