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DURATEC Ti-VCT Performance (2012-Current) The place to chat about any Duratec 2.0L Ti-VCT engine performance, tuning and exhaust related upgrades.

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Old 03-12-2014, 04:49 PM   #21
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Originally Posted by 1turbofocus View Post
With the Cosi knock off costing less then 200 its cheap enough for a test fit and dyno , I will offer the free dyno for this and the TB test
I was unaware there was one available. Where can I find it?

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If some one lives close to McNews in PA I could contact them for a lower dyno cost as well
Wish I was closer.
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Old 03-12-2014, 06:05 PM   #22
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There on ebay for 198.00 and I have bought them for 180.00

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Old 03-12-2014, 07:15 PM   #23
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Out of curiosity, is there a reason for the throttle body being one one side of a manifold for a naturally aspirated engine? My cobalt had the TB in the center on the manifold, I always assumed it was to help guarantee each cylinder got as much air as it needed and the amount was equal. I do not understand the math, just curious.
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Old 03-12-2014, 09:48 PM   #24
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The intake manifold is part of a system and the throttle location is part of that system. I don't think there is a " one best location". I've seen end, center, top, etc. in all sorts of high HP engines. Intake manifold theory is very complicated, and is made more when applied to a street engine. Street engines are a compromise. You can't design for just low RPM operation, and you can't design for peak output, since the engine needs to operate adequately over such a broad range of speeds. To put in exercise science terms, that Cosworth copy manifold may be great for sprints and suck for endurance, so to speak.
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Old 03-12-2014, 10:00 PM   #25
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Quote:
Originally Posted by Kjanracing View Post
To put in exercise science terms, that Cosworth copy manifold may be great for sprints and suck for endurance, so to speak.
That is really well put. So you might see gains at higher rpm and lose at low rpm.

Interesting... to the dyno!
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Old 03-12-2014, 10:18 PM   #26
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Could be. I'm sure these engines could be modified to make a lot of power. It may not be a car you want to drive everyday.
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Old 03-12-2014, 11:36 PM   #27
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A lot of "tuning" is involved in the length & diameter of each intake section, on both sides of the throttle body. Both to maximize power and minimize induction noise.

Requirements are different for N.A. & F.I. (Natural & Forced Induction), and it all has to be squeezed into limited space partially determined by the size/shape/orientation of the engine & transmission.

The F.I. ST uses shorter intake runners, and needs more space for other induction piping, leading to the differences Mr.NOObLaR noted.
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Old 04-25-2014, 11:43 PM   #28
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Quote:
Originally Posted by dpuddy View Post
After looking through all the mods for the MK3 I think the intake manifold might be a contributing factor to whats holding this car back. We have seen big gains in the air intake seen here: http://forums.focaljet.com/ti-vct-tu...hs-inside.html maxing out the potential there.

The throttle body debate continues to rage on. Even if there are no gains with the TB it could be because the manifold is what is now constricting the flow. So it would be the next in line to modify. To me (a exercise science major and in no way qualified to be considered an "expert") this part looks restrictive when compared to after market intake manifolds.

This:


Vs This:


I could be completely off the mark here but what do you guys think?
That's the actual after market manifold for the n.a.?
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Old 04-26-2014, 02:30 AM   #29
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The ports are not the same shape on the older car as shown in the previous pictures of the older duratec manifold.
Couldn't you just port match the intake to head?
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Old 04-26-2014, 09:14 AM   #30
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Couldn't you just port match the intake to head?
The composite manifolds with individual O rings don't have much if any material to play with.
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