Hi guys,
What are you're experiences/reviews with these 2 IM's and what do you reccommend on a DC2?
Printable View
Hi guys,
What are you're experiences/reviews with these 2 IM's and what do you reccommend on a DC2?
sk2 is dc2r copy.
edelbrock is performance.
mild NA to stock motor turbo stock rev range - go skunk
reving to 9-10k, higher boost ie 15psi + built motor or a hypo NA go the victor x
skunk will be more responsive and more mid, power till 8.5-9k, the victor x will have less mid but will allow you to breathe 9k+ rpm
simple as that!
skunk2 is better to compare to PerformerX isn't it?
i got the edelbrock on my car its sick
um, did you mean 'fully sick' or just normal 'sick'?Quote:
Originally Posted by nhaniez
does anyone know how the the Skunk2 manifolds go on the Vtir's?
As I said before, Skunk2 manifolds are pretty much a copy of the Type R manifold.
Using a Skunk manifold on a VtiR will bring the stock throttle body from the lower vtir position up to the higher type R position.
so edelbrock is better for high NA revs & boosted apps while skunk2 is for the normal bolt ons for complete NA... right?
Then has any1 used both on these on the same engine? Pros n Cons?
if your talking about th3e victorX with its short stubby little runners than yes it would suit better to that application,but as tinks said skunk is better compared to the longer runnered performerXQuote:
Originally Posted by zropts
True that.Quote:
Originally Posted by Bludger
If you have a VTIR CAI, you will also need a Type R CAI.
Also a good idea to match the TB and IM inlet diameters.
VTIRs work well with the Skunk2 IM because like the type R manifold,Quote:
Originally Posted by doonbar
it does not use the dual stage butterflies. It will eliminate the 4xxx rpm
induction noise then the 5xxx rpm vtec crossover, instead it will have that
one distinct vtec crossover.
sh1tballs... i didnt even think about that.. i guess i could always sell my CAI lol...Quote:
Originally Posted by MM89
so skunk2 inlet diameter is 70mm, do I need a tb of 70mm or is that too big? I think 68 is good enough for B18CR engine rights?
list your other modifications.
full mugen exhaust system, mugen airbox.
no engine management?
neptune ecu but not tuned yet...
well, i am thinking that with such minimal modifications you should probably stick with the OEM manifold and TB?
So you're saying with just bolt on mods, I should only use OEM TB & IM? So when internals are done, then go with aftermarket IM & TB?
yep. that is what i am suggesting.
is there a reason behind this? or with the aftermarket IM & TB, there won't be much of a gain until internals are done?
well, if this is the claim;
make sure you do a before an after dyno...Quote:
Originally Posted by http://www.skunk2.com/engine-2.php?code=INPROB
just so we can have Skunk2's claims verified :D
(note the use of "as much as" in the marketing material...)
http://www.skunk2.com/mm5/merchant.m...de=307-05-0290
note also how you lose power on the above graph...
Plenty of bullshit in that graph. Look at the torque drop right at VTEC.
its zomg fully sick ulehQuote:
Originally Posted by tinkerbell