Most of you already know I offer a range of FJ20 turbo exhaust manifolds.

I am now working on a new high performance intake manifold for FJ20’s.

Here is a sneak preview of the intake manifolds in progress.

There from me. Fantasy. Cheers.

Hey nice work there...only thing is for the FJ20, you just need the DR30 inlet manifold and its fine for much more power than the street could ever handle as they are a really well designed manifold flowing in excess of 400rwkW easily....Im sure most people know this.

Out of interest what is the capacity of your manifolds and how does this compare to the standard capacity?

Is there any engineering design in your manifolds (fluid dynamics etc) and as such what RPM have they been determined for (since you have shortended the runners... well looks like it). I know the standard manifold is of an excellent design and Nissan obviously spent the time in this department with excellent results.

But your manifolds look excellent and Im sure for drag applications they would be excellent or for wank factor it would probably suit many show ponies out there for the street.

Have you done any back to back testing for your manifolds because as far as I know, for less than 400rwkW the standard inlet manifold is excellent with almost perfect laminar flow. Anyway Im not at all undermining your work just letting others know how good the strandard manifold is. Im in fact a fan of volumous manifolds and the ones you make look like quality ones which I wouldnt mind bolting on but how much do you charge?

fantasy:

what throttle body flange will you be designing these to suit and do they allow extra room at the rear of the plenum for extra clearance of master cyls etc?

Keep up the good work!

i got a question. whats the DR30 manifold look like? i have a fj20e red top motor, it came N/A. is that a good intake manifold to run boost through? doesn't look too much different from the turbo manifold. please help because there is an fj20et manifold for sale on ebay right now. thanks

no difference bt manifolds dude just pop-off valve threaded hole on the turbo manifold which you block anyway. Dont waste your time or money on going to the turbo manifold.

Hi Ricky
Awesome looking fj intake manifold. Will be great in your S12. Look forward to seeing the pics.
-Regards Mike
http://www.fj20.com/

I have had a my std DR30 turbo inlet manifold flowed and i decided not use it because the flow wasent equal between runners. YES they flow a lot of HP worth air but not an equal ammount to each runner. Balance is very important. I now have a custom quad throtle body manifold set up witch work great and is much better balance in terms of air flow.

Fantasy you manifold are looking good what are they going to be worth??

Paul
Adelaide

paul,
which runners flowed more or less on the stock manifold and where did you get the flow testing done?
Interesting stuff!

Yes the standard intake manifold is very good. It does have its problems though.
I think you will find people that have done a piston in a FJ20ET, it would have been number 4 CYL in most cases. This is because number 4 cyl gets more air flow due to the design of the standard intake manifold. The standard manifold also has quiet a rough casting on the inside with lots of large holes and bumps.

The design of a high performance intake manifold/plenum is to get equal flow to each cylinder with the least amount of restriction and highest efficiency. The plenum works like a dam, slowing the air down into an equally pressurized chamber (called the plenum chamber) for the engine to draw an identical amount of air into each cylinder. The same theory applies to fuel rails only its equal pressure of fuel not air.

I have eliminated the problems of the standard intake manifold/plenum in my design.
The back of the custom manifold is 40mm shorter than standard DR30 manifold for extra clearance of the brake booster, clutch master cylinder, etcetera. When tapering the manifold towards the back this would normally increase air velocity toward number 4 cyl. (Coursing number 4 cyl to run lean) To avoid this problem I have made the manifold get slightly wider towards the back as it tapers in for clearance. I have also helped over come the factory manifold problems buy increasing the plenum volume (Standard FJ20ET plenum = 2L. Custom FJ20 Plenum = 4.2L). Plus the smooth air flow path and the placement and angle of the throttle body.


Why is my custom intake manifolds better than the factory item?
*Large Power & Torque increases.
*Equal flow to each cylinder.
*Higher flow rate.
*More efficient design.
*Bell mouthed inlet runners.
*Smooth internal finish.
*More clearance from brake booster and etcetera.
*Ease of intercooler piping due to Throttle body placement.
*Last but not least, they look dead sexy.


This post was only ever meant to be a preview of a product that will be available soon.
I do not know how much the intake manifolds will be yet. I will have to finish them, add up all the hours and costs of materials before I can set a price.


I will also be doing back to back Dyno runs on a standard FJ20ET with the factory FJ20ET intake manifold and the custom manifold. Obviously other performance mods will greatly improve the benefits of the custom intake manifold.

HEY RICKY those red runners look awfully familiar!!LOL

Yeah I know. Haha

Matt shermingham's gemini runs standard inlet manifold. I really doubt that nissan would have designed a manifold that supplys more air to number 4. They have the means to test their manifolds for excessive variations in airflow under vacuum and positive pressures and the engineers would have never passed a manifold that did not flow equally. Manufacturers test their products far beyond that of normal conditions and thus you can be certain the manifold was tested for 2bar plus. There are many FJs going around with standard manifold with no problems.

The manifold must taper off to allow LESS air to number 4 that would otherwise exist if the manifold were not tapered. A tapered manifold becomes much less important when you double the volume of your inlet manifold with relation to your displacement: ie FJ20 = 2L so manifold of 4L tapered design is much less important.

Anyway when going bigger volume is of most importance. It is more or less accepted that twice the volume of your engines displacement is excellent. Spot on fantasy.

How much tho?

Who is Matt Sheringham? I think you mean Micheal Sheringham’s Gemini. Micheal Sheringham’s intake manifold is not standard. It uses a different throttle body has shorter runners and the way the casting are removed would suggest it has been cut open and modified internally. I do not know if it has been modified interlay for fact. But that’s the way it looks.
Your assumption about the factory inlet manifolds being faultless is exactly that, an assumption.
Yes the factory intake manifold works very well in its standard environment, with a turbo that has a minimal flow rate and runs only 7psi. It does not flow evenly with high boost levels or high RPM, and is even worse with the combination of both high boost and high RPM.
And no. Nissan certainly do not design there standard intake manifolds to run 2bar. Where did you get that idea? Because it’s not true.

A manifold with the throttle body at the front and tapering towards the bake will force the air to accelerate towards the last cylinders thus forcing more air in to the combustion creating a lean air/fuel mixture possibly leading detonation.
The photo below is of a genuine Greddy SR20DET intake manifold. The Greddy SR20DET intake manifold is regarded one of the best ever made. Notice how the manifold does not start to taper till number 4 cyl.


You are correct to say the taper in large plenum affects the design less but it is the combination of correct volume and good design that makes a truly great intake manifold/plenum.

I do not know how much the intake manifolds will be yet. I will have to finish them, add up all the hours and costs of materials before I can set a price.

BTW: It would be more creditable if you included you name and or login with your post.

Hope this helps

Cheers.

Hey I like how all you guys take digs at Fantasy's work but are all too cowardly to sign in or post yor names! That's real cool!!

First of all I never assumed that the factory manifold was faultless and never did I apply that word "faultless" to any inlet manifold. All automotive parts have their faults. In addition, Nissan use engineers that actually have an engineering degree (not just people claiming to be engineers: this is not aimed at you Fantasy), that have years of experience in design work and know their fluid dynamics back to front. I can garantee you that there is infinently more research, design and testing in any of Nissans manifolds than there is any your manifolds dear I say Fantasy and thus would make the Nissan manifold a more viable option.

You claim:

Large Power & Torque increases
Equal flow to each cylinder

Can you prove this? Do your means of testing compare to that of Nissan's?

Moreover, I did not say that the inlet manifolds were designed for 2bar: I merely said they were tested to 2Bar+ and this is not an assumption nor a claim, it is reality. Car manufacturers test their manifolds to the limits when it comes to turbocharged vehicles for safety purposes as anything that is reasonably possible, ie 2Bar in the inlet manifold must be compensated for. Fantasy, I dont know you or want to offend you, but you obviously are not involved or have been involved in vehicle manufacturing.

Sorry about misquoting M Sheringham's name...On this matter, his manifold is not internally modified or this was the case when I spoke to Vince 2 years ago when the Gem was already doing 9s. They simply removed the external casting for asthetic effects as they did for the rocket cover. At that stage it was already flowing in excess of 500rwhp. He never did piston number 4 which shows that the standard manifold is in fact proof of Nissan's R and D producing an excellent flowing manifold and in this case the manifold is only shortened which affects the power band/torque and not flow. You cannot contest this result. And no, even on this website, Mics manifold does not look like it has been internally modified. See it in real, speak to Vince and you will confirm this fact.

Fantasy, you will need to study fluid dynamics. There is much more to it just than acceleration. The taper MUST be there to try and disperse the air as evenly as possible to all runners. The taper in fact creates a resistance to pressure to runner 4 allowing less flow to runner 4 than if the taper did not exist. This means that MORE pressure is needed to get X number of flow through runner than runner 1 and this is mandatory because number 4 would lean out effectively if the taper did not exist as any increase in pressure would yield proportional increase in flow in runner 4 until pressure is equal. All I can say is read about it before you make claims. There is more than meets the eye.

All in all, Im not giving you a go. However, you must back up your claims as otherwise, using your type of argument, they are just that: claims. With high boost, realistically (economically) all you need to do is increase your plenum volume. You dont even need a good design (ie symmetrical log manifold) and it will work well. Its the volume acting as a buffer for equal pressure distribution. Then again, a properly designed manifold like the Greddy one you mentioned, is better again with design, testing and volume, which in comparison, the latter you can only prove and most likely can only fund. Prove me wrong and even if you dont, I still respect your work.

Regards Bruce (I will create a login)

I had the flow testing was done buy the guy making my manifold (ARC). As for what flowed what i ll keep that info to my self:). But i will say you are all wrong in terms of what runners flow more!!!.

Paul M
Adelaide

And think out side the Box type of think.

keep out the good work dude

Daemien
NZ

Only just read this and don’t have time to reply right now.

Man that was a long post. Like reading a freaking novel.

bruce has a plenum us his ass

shut the f*ck up dude you are the one dribbling ****.

sounds like you've read something and you think that putting all the words you know in one sentence makes you sound like you know what you're talking about.

Bruce,

I can’t remember everything in your last post. I don’t have the time to read it again and reply to all the points.

So I will leave it at this.
I will finish the intake manifolds over the next couple of weeks. One of the first two will be fitted to my own S12 and the other will go on the Yellow Fever Bluebird. I will post all the results for everyone to inspect.

Cheers.

Ricky.

Looking the goods yet again Fantasy!

hey fantasy,

sponser me one and send a few stickers and i can promote your work around the sydney area....

i always have a lot of people asking me where i get all my stuff done....

give it a few weeks and my self and mates have a web site comming with all pretty much 12 sec cars so that shopuld be cool..

www.gunnamotorsport.com


cheers

Brent

Any updates on this manifolds??

isnt yellow fever in TAS?????????

He does live in Taz but as far as I know the car is still up here. I haven’t seen him or the car in a few months but I still have most of the engine components here. Example: Exhaust manifold, Intake manifold, Fuel rail, Injectors, The head and all the Haltech sensors.

Hopefully he is ok.

Progress photos.

f:
did you have any trouble welding the factory inlet man. runners?
I am looking at cutting and shutting an inlet manifold myself for a bit of fun but i have heard that cast ally isnt easily welded to flat stock or extruded ally due to the cast ally having poorer quality metal and greater porisity or some bs. I've chopped one up before and i can sort of see where theyre coming from as extruded ally is alot cleaner and solid.
How have you found welding inlet manifolds in general?

Got any welding tips etc?.. what filler rod to use...



p.s your manifold is coming along well. Have you worked out an approx price yet?

Generally, newer aluminum castings aren't of a particularly bad (unweldable alloy). A mild chamfer and a good wire brushing on the casting is about all that should be needed, maybe a pre and post heat (300 degrees F.) as well. On cast blocks and heads I usually use ER5356 rod.

Fantasy ... check my above post in this topic ... so you dont jump down my neck

I have a question ... why the 4.2 litre capacity?

I hope you dont just say "because drag racers say to run double the size of the motor"

I am genuinely interested in your reason for this design ...

And why short runners? What harmonic was calculated/used in the design?

From
SD
B Civil Eng