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2ndGenTeg · 05-02-2002, 02:10 AM

I'm going to use engine codes because I think "GSR" is where you got confused. If you reread my post, you can see I believe the B17A (2nd Gen GSR) manifold to be the best, not the B18C (3rd Gen GSR). I wasn't contradicting, I believe you misread what I said. I believe the B18C5 (Type R) manifold runners to be shorter than the B18C to produce high end power. Please feel free to prove me wrong. Keep in mind that the GSR manifold is "snail shell" design- it actually curves around the manifold a bit, making the runners longer than they appear.

Your statement on emissions was educational, but irrelevant. I believe the B18C5 is made for high end power, with little concern for the low end. The GS-R, on the other hand, with its longer runners, is made for performing a little better in daily driving conditions- less aggressive camshafts, lower VTEC point, and longer runners. I suppose our entire debate rests on which runners are longer. Until then, we could go on forever.

And on the intakes: You don't get a ram air effect until traveling at approximately mach .5, much less standing still on the dyno. And the problem with the Iceman intakes is their funnel design is restrictive to airflow unless it is being pushed (as in a ram air situation or FI) rather than pulled in through the throttle body. On the note of diameter, the smaller diameter AEM intake is better because it maintains proper pressure on the throttle body, and therefore higher charge air velocity. In addition, I can also explain the higher gains in the lower RPMs. The AEM has an advantage throughout the powerband due to its cold air induction. However, at higher RPMs a shorter intake is desirable because it permits a higher charge air velocity, crucial at high RPMs. So the AEM wins in the low end due to the cooler air, but ties in the high end with a gain due to a cooler charge air, but a loss in charge air velocity due to its longer length.

I don't know about you, but I'm sick of bickering, and it's not something I normally do. As for the quote above, I can see how you could take that- It's a shame you can't hear tone of voice on a message board. It would have saved us some trouble. It's clear we both know our shit, and there's no need to bicker. I don't even moderate this forum, so there can be no gross abuse of power. Even if there could be, I wouldn't ban you for debating with me. I would however, ban you for talking down to me or other members. This doesn't need to be said here- I'll talk to you in PM, and we can bury the hatchet there.

05-02-2002, 02:10 AM	#35
2ndGenTeg 4th Gear Join Date: Aug 2001 Location: Boulder, CO Age: 45 Posts: 830	I'm going to use engine codes because I think "GSR" is where you got confused. If you reread my post, you can see I believe the B17A (2nd Gen GSR) manifold to be the best, not the B18C (3rd Gen GSR). I wasn't contradicting, I believe you misread what I said. I believe the B18C5 (Type R) manifold runners to be shorter than the B18C to produce high end power. Please feel free to prove me wrong. Keep in mind that the GSR manifold is "snail shell" design- it actually curves around the manifold a bit, making the runners longer than they appear. Your statement on emissions was educational, but irrelevant. I believe the B18C5 is made for high end power, with little concern for the low end. The GS-R, on the other hand, with its longer runners, is made for performing a little better in daily driving conditions- less aggressive camshafts, lower VTEC point, and longer runners. I suppose our entire debate rests on which runners are longer. Until then, we could go on forever. And on the intakes: You don't get a ram air effect until traveling at approximately mach .5, much less standing still on the dyno. And the problem with the Iceman intakes is their funnel design is restrictive to airflow unless it is being pushed (as in a ram air situation or FI) rather than pulled in through the throttle body. On the note of diameter, the smaller diameter AEM intake is better because it maintains proper pressure on the throttle body, and therefore higher charge air velocity. In addition, I can also explain the higher gains in the lower RPMs. The AEM has an advantage throughout the powerband due to its cold air induction. However, at higher RPMs a shorter intake is desirable because it permits a higher charge air velocity, crucial at high RPMs. So the AEM wins in the low end due to the cooler air, but ties in the high end with a gain due to a cooler charge air, but a loss in charge air velocity due to its longer length. I don't know about you, but I'm sick of bickering, and it's not something I normally do. As for the quote above, I can see how you could take that- It's a shame you can't hear tone of voice on a message board. It would have saved us some trouble. It's clear we both know our shit, and there's no need to bicker. I don't even moderate this forum, so there can be no gross abuse of power. Even if there could be, I wouldn't ban you for debating with me. I would however, ban you for talking down to me or other members. This doesn't need to be said here- I'll talk to you in PM, and we can bury the hatchet there.