Injen Dynorun

[Jay]

I was looking on Injens website and found that they had done a dynorun with Injens cold air intake. Take a look.

 

[derrick1623]

nice find!, i'll add it to the info part of the faq

 

[njaremka]

do all mp3's get that power drop at 4700 rpm? it looks like it hits a wall!

 

[sundevilMP5]

that's pretty typical for most cars...once they hit their peak hp or torque it will drop pretty quickly after that...it's pretty much the point where you're flooring it and you don't feel the kick anymore...

 

[njaremka]

that's pretty typical for most cars...once they hit their peak hp or torque it will drop pretty quickly after that...it's pretty much the point where you're flooring it and you don't feel the kick anymore...

no, no, no. i follow what you are syaing, and i already knew that. i am talking about that glitch at 4700 rpm, where the torque drop 5 point in like 100 rpm. see it?

 

[Traveler]

All the 2.0L's suffer from that dip. It's the changeover point for the VICS (variable intake control system). That's where the short runners open. The idea is that the long runners aid torque down low, and the shorter ones help up high. I'll be elimating mine in a couple more months anyway. Going to cut up the manifold and put a blower on it.

 

[Da Yellow Mp3 Man]

Hope you guys like that dyno run, it was my MP3. Paul from Injen's R&D had a prototype link on his web site, so I just replied that if they needed an MP3 I would be willing to drive to L.A. Since they just got their Dyno jet, they were willing to give me a free intake, and other goodies!!! The people at Injen were first class all the way!! Ron is one of the owners and he was super cool about everything. Also, for people thinking of getting any intake I would highly recomend Injen over anyone else, especially AEM, since Injen is one of if not the only company who dyno tests their intakes for maximum gain.

 

[APEXistud]

All the 2.0L's suffer from that dip. It's the changeover point for the VICS (variable intake control system). That's where the short runners open. The idea is that the long runners aid torque down low, and the shorter ones help up high. I'll be elimating mine in a couple more months anyway. Going to cut up the manifold and put a blower on it.

You should get the schematics on the Jackson Racing Supercharger for the SVT Focus. Seeing as how the SVT Focus uses the identical intake manifold that we use, the JR Supercharger just might bolt right onto the FS head. The only other problem from there would be the pulleys and such. I am willing to be that the Supercharger will bolt on.

 

[njaremka]

You should get the schematics on the Jackson Racing Supercharger for the SVT Focus. Seeing as how the SVT Focus uses the identical intake manifold that we use, the JR Supercharger just might bolt right onto the FS head. The only other problem from there would be the pulleys and such. I am willing to be that the Supercharger will bolt on.

the focus and protege do NOT share the same engine, and the JR blower for the focus will NOT bolt up to the protege head.

 

[freekwonder]

we all know the motors are different. but if the motors are using the same intake manifold. why wouldnt the JRSC work on the protege. as long as it bolts up it would be good. get some fuel magenment, and find a belt that would work. why wouldn't it work. asking cause im a ROCK not trying to be a SMARTASS.

 

[njaremka]

the intake manifolds are completely different! the only similarity is that both engines use dual stage manifold design. for your reference, here is a picture of the SVT focus engine (note the intake manifold)

 

[freekwonder]

cool thanx, thats why i asked

 

[blynzoo]

njaremka is right. I already spoke with Jackson, it will not fit. And while I may be supercharger searching, let me forward this nice e-mail that is a result of a correspondence that Corky Bell and I (Wshade has bell engineering's turbo) had regarding super v. turbo:

Hi Brook,

No sir, no supercharger for the Protege.

After 30 years in this business, design and construction of 50 turbo and SC
kits, authored two books on forced induction, and 17 seasons of SCCA/IMSA
competition, I am inclined to disagree with regarding drag racing and
turbos.

In fact, I am sure you are wrong. All other thing being equal, a
turbocharged car is always faster than a supercharged car.

Our turbo equipment finally blew the supercharged Mustang drag racing
equipment clean off the track. Ever competitive Mustang in the country is
now turbocharged. If a Mustang can leave the line at 15 psi boost with
great skill required to control traction, then a Protege can too.

If top fuel permitted turbos and electronics, they would be producing well
in excess of 10,000 bhp.

I'd urge that if you want to go fast, start with the turbo. If you don't,
you will have to start all over later and wind up a year behind. Its sort
of like chess; never send a boy to do a man's job.

Our system will expand to the limits of the engine driveline capability. We
don't know where that is yet, but the system, with turbos available for the
same envelope will ultimately produce air flows sufficient for approximately
450 BHP.

I've got 5 kits left at $2,950. After those 5, the price will rise to
around the mid 3's. These are set up to run 8 psi. Other upgrades will be
needed to exceed 8 psi. They will be developed along the way.

Regards,

Corky Bell
BEGI