12 replies to this topic

[massasauga]

Hello,
I'm looking for a new intake manifold for the vx220.
Yet,i found severals manifolds:gm,dbilas,venom,hann racecraft.Unfortunately,expensive or too big or in usa.
I want to find an intake manifold maked for an other vehicule like honda,...but compatible with our vx220.
for example,for honda there is a lot of performance intake manifold for sale in the market and for others
So i need to have the standart 2.2l intake manifold gasket to see the size and comparing.
is there someone knows an other intake manifold(vehicule,mazda,nissan,..) compatible with vx220?
Is someone have an old vx220 intake manifold gasket for me?(i will pay shipping naturally,i'm from belgium)

on the down of the picture

Best regards
Kevin

Edited by massasauga, 28 October 2006 - 10:32 PM.

[PaulCP]

Hello,
I'm looking for a new intake manifold for the vx220.
Yet,i found severals manifolds:gm,dbilas,venom,hann racecraft.Unfortunately,expensive or too big or in usa.
I want to find an intake manifold maked for an other vehicule like honda,...but compatible with our vx220.
for example,for honda there is a lot of performance intake manifold for sale in the market and for others
So i need to have the standart 2.2l intake manifold gasket to see the size and comparing.
is there someone knows an other intake manifold(vehicule,mazda,nissan,..) compatible with vx220?
Is someone have an old vx220 intake manifold gasket for me?(i will pay shipping naturally,i'm from belgium)

on the down of the picture

Best regards
Kevin

The gasket shown on the picture is the one fitted with the Dbilas manifold. The original manifold uses 4 individual rubber gaskets which fit into grooves. I have those but not the Dbilas one.

When i needed the dbilas one 2 years ago Regal (www.regal-shop.co.uk) supplied me with one

Edited by PaulCP, 29 October 2006 - 09:42 AM.

[vocky]

I have already tried this, I used a golf gti 16v inlet manifold, cut it up and rewelded it, made an adaptor flange and used a sheet of gasket paper to make my own gasket the ecu didn't seem to like the extra flow it gave and kept going into limp mode so I modified the standard item and I'm currently trying to decide whether to buy a vxT or fit throttle bodies to a 2.2 awaiting the 'at the wheel' figures from TMS tb's

[mandarinvx]

Saab may be a good place to start some researching

[massasauga]

Thank you for answering!! For Vocky, For the golf gti 16v which model?year?mk3? I don't understand, you rewelded it?!? why? the golf manifold wasn't compatible with the vx?the golf manifold enter size is not the same ? Have you got pictures,maybe? A remap can help the increasing flow,no? if not,i will change the ecu by an emerald or something like that. (if you want Vocky i have msn messenger,my adress is moreliaboeleni@hotmail.com) Awaiting tms Best regards

[massasauga]

Other solutions?

[rabidh]

If you're going the new ECU route then it may be worth cutting up the old inlet manifold and fitting some bike throttle bodies - it seems to be quite a popular thing to do with kit cars, and shouldn't be too bad to do with the VX.

[coopa]

Order a full supercharger kit from the USA. Use the stock ECU to control ETB, immobiliser, stack etc and use aftermarket ECU to control ignition, fuelling and boost

[speedster]

I would suggest if you are going to make a custom intake manifold you create one with good long runners and place a set of injectors at the start of each runner. This will give you better fuel ionisation. Leave your standard injectors in place and you can then use an ECU like Emerald to manage the dual injector set-up and get the best of upstream injection and direct injection. Thats my goal! I'm modifying a dbilas intake to take a set of upstream injectors by inserting a jenvey injector pocket on each of the dbilas runners I intend to add a ported performance head running with competition cams...

Oh! remember to manufacture something that keeps good high air speeds. I have a 68mm TB on my dbilas but I didn't bore the full intake to 68 but gave it a slightly coned shaped, this allows loads of high-speed flow!

This is an interesting read and somewhat related

Because the pressure resulting from combustion of the fuel/air mixture generates torque and power, the most fundamental parameter to examine during engine development is the magnitude and timing of the in-cylinder pressure during the compression and power strokes. Bench testing of an inlet manifold will document the flow for a given pressure drop under steady-flow conditions. But when installed on an engine, the inlet manifold flow is a nonsteady-flow process driven by the piston motion, inlet valves area, valve timing, and overlap and runner geometry. The coupling of these parameters often results in unequal charging of different cylinders in a multicylinder engine.

The first step in optimizing engine performance is to design the inlet manifold and valve train to deliver maximum and equal masses of air to the cylinders. For a given compression ratio and air inlet temperature, the operator can derive this charging information from the level of the cylinder pressure during the compression stroke prior to ignition. Because combustion of the fuel/air mixture is a complex function of a number of combustion chamber geometric variables, as well as many other variables -- such as local fuel/air mixing, octane number, local equivalence ratio, engine temperature, air temperature and humidity, and spark timing -- adjusting these parameters to obtain optimum performance is a considerable challenge.

By observing the measured in-cylinder pressure and the location of the peak pressure with respect to the top-dead-center piston position (TDC), the engine operator can quickly tune the engine for optimum performance. Most conventional engines exhibit optimum performance when the peak pressure occurs 12 to 15 deg after TDC and the combustion event occurs during the nearly constant volume condition near TDC, as indicated by the mass fraction burned. For a given compression ratio and fuel octane number, the spark advance needed for peak performance may lead to overheating of the pistons because of severe spark knock. Thus, during the performance optimization process, the operator needs to monitor the cylinder pressure for spark knock between 10 and 40 deg after TDC. If knock is detected, the spark advance must be reduced to avoid piston damage.

Edited by speedster, 30 October 2006 - 07:38 PM.

[slindborg]

btw its not explicitly direct injection on these engines....... (that infers that the injectors fire straight into the cylinder) the injectors are jsut cloe coupled to the inlet valves, but still in the intake runners. id rather cut a testicle off than use a dilbert inlet, but thats my humble opinion lol

[speedster]

btw its not explicitly direct injection on these engines....... (that infers that the injectors fire straight into the cylinder) the injectors are jsut cloe coupled to the inlet valves, but still in the intake runners.


id rather cut a testicle off than use a dilbert inlet, but thats my humble opinion lol

True, but its not true upstream injection either! The fuel is delivered onto the back of the inlet valves.

The theory is (and hopefully soon reality) upstream injection, fuel injection as far away as possible from the cylinders chambers, gives not only better ionisation but also cools the charge. Therefore you get a denser better prepared charge meaning you can achieve more power which is

What's your chips with dbilas? Runs well for me!

[slindborg]

its probably Regals fault not dilbas lol. But cost per increase really isnt worth it in most applications ive seen..... i guess with any product, you see a bad/duff result and all versions are screwed for future use lol injector placing is again one of those hardcore things like runner length and plemun volume etc

[don.hasi]

This dbilas-set only marches with the special dbilas-exhaust-manifold AND the special mapping of dbilas. Otherwise you will get less power. With this you gain some horses up 5000 rpm. We have had some members with this set...