I have heard that Magnus came out with a new Magnus V5 Cast Aluminum EVO Intake Manifold. I was wondering what are the main differences between that and the Sheet Metal Intake Manifolds.

Is one better than the other? Or are they used for different types of set-ups. If so than which are each one used for. Thanks for the insight

The cast evo manifold doesn't point the TB in the right direction for DSMs. . . unless you have an evo4 or newer or running a1989-1999 4g63 motor in a rwd car, you can't really use this.

It shows characteristics in shape that typically offer superior performance over the common SMIM. Especially the unevenly tapered runners: tapered more or less depending on the state of the aircharge in the runner. Very well designed plenum.

Oh....that sux to hear that . Hopefully they'll come out with an aluminum one for us early dsm'ers. Thanks a lot!!!

Yes, I wonder how much the casting changes would cost to do it the other way. But then again, the dsm market is full of more do-it-yourselfers and otherwise guys with just much less cash. . . Still no more r & d needs to be done, just a casting revision i suppose.

The only cast one for our cars which is a very Good one as far as R&D goes and actual HP gain is the HAWVER Intake manifold. I love it except for the fact that I went with a JMF because of Weight.

I went on the HAWVER website to check this out....It looks pretty nice but there are no performance specs on it at all. It just says what its made out of and what TB it goes with and what not. Is it as good the Aluminium intake manifold for the evo? If not than I think Im leaning towards SMIM

Thanks looks nice. No velocity stacks?

jjrock5 said:

Thanks looks nice. No velocity stacks?

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curved corners. No edges. See the picture?

Gotcha, I always thought stacks worked at a greater level than just that.

jjrock5 said:

Gotcha, I always thought stacks worked at a greater level than just that.

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There is a little more to it. A raised velocity stack in theory will have a larger radius of which it sucks in air from, black-hole style. How much it has to be raised for that to actually yield a gain, I don't know. Being a pressurized system makes it that much more difficult to judge. There are a lot of different theories of what works. Hell, I've ran several different intakes, and so far the one that works best for me is the one that has neither curved edges or velocity stacks. Hell it's got the smallest plenum too.

Manifold results are so much more setup specific than 99% of us realize.

dsm-onster said:

Manifold results are so much more setup specific than 99% of us realize.

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Can you elaborate please?

The only cast one for our cars which is a very Good one as far as R&D goes and actual HP gain is the HAWVER Intake manifold. I love it except for the fact that I went with a JMF because of Weight.

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A good dump before you hit the 1320 could make up for the wieght difference.

mitsubishi9908 said:

Can you elaborate please?

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I would imagine it depends greatly on your airflow #'s. What cams you run, what turbo, how high you rev. etc.

Someone with valvetrain to go to 10K and a gt42r would benefit from a good SMIM (obviously) where as someone with a 16g and a stock block, etc, etc, "may" not see much benefit. etc.

mitsubishi9908 said:

Can you elaborate please?

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I think the statement was pretty solid. You can't really elaborate on it any more than that.

The plenum size, plenum shape, runner design, etc, all affect flow at various RPM ranges. Difference in headwork, turbo setup, cams, cam timing, etc, will all affect what shapes and sizes of intake parts work best for your powerband. The key is to realize that your motor and turbo setup are what determines the flow ultimately, and all the parts in the path before the motor are just restrictions in some form. You need to run the proper piping, TB, Intake, etc, that will properly support the powerband your motor and turbo wants to make. Your motor has decided where and how it wants to make power. You just have to properly support the RPM range it wants to flow as best as you can to produce the optimal powerband.

abaum565 said:

I would imagine it depends greatly on your airflow #'s. What cams you run, what turbo, how high you rev. etc.

Someone with valvetrain to go to 10K and a gt42r would benefit from a good SMIM (obviously) where as someone with a 16g and a stock block, etc, etc, "may" not see much benefit. etc.

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So based on that statement would it be safe to say a 2.3 stroker with cams/valvetrain and anywhere from a hx-35 to a hx-40 would benefit greatly from a SMIM. Revs going to about 8000 and designed for the powerband to specifically be up top.

Seems as such a simple question but I am just wondering the main factor that would make somebody get a SMIM

Cassera said:

So based on that statement would it be safe to say a 2.3 stroker with cams/valvetrain and anywhere from a hx-35 to a hx-40 would benefit greatly from a SMIM. Revs going to about 8000 and designed for the powerband to specifically be up top.

Seems as such a simple question but I am just wondering the main factor that would make somebody get a SMIM

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simple answer: yes

But as the previous poster stated, everything else should compliment, intercooler, pipe size, TB, etc.

I plan on using 2.5" intercooler piping. I seen a lot of high hp dsm's running 2.5's saying they give better turbo response. As for the TB...getting one about the same size as stock shouldnt matter because isnt the stock one still pretty big? or no

Stock TB is 60mmish (1g) and you can bore them to 63mm, which is just a hair smaller than 2.5". Check out the other TBs on the market, Mustang Q45, etc.

I reality. . . You should experiment with runner/plenum/taper to get what's right. That's what I mean But most cannot.

Thanks a lot guys.....all my questions = Answered
I dont think I want a big TB anyway unless eventually it becomes a restrictor and I HAVE to get a big one. I will look into porting the stock one or a 1gn/a ones. Once again thanks

Cassera said:

I went on the HAWVER website to check this out....It looks pretty nice but there are no performance specs on it at all. It just says what its made out of and what TB it goes with and what not. Is it as good the Aluminium intake manifold for the evo? If not than I think Im leaning towards SMIM

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If you go back on their website, it shows a dyno link showing the performance gain from the stock 1g cast to the Hawver cast. The torque curve is what got me interested, most SMIM kill the torque in favor of peak hp gains... Just some food for thought. If I didn't care so much about weight I would own one.

Yeah, jdigitty send me a pm with the dyno charts.

I found the torque curves very impressive also, It winds up making a little more torque than hp while still upping the hp impressively.

This the thing, you cannot solely basis what is better by a dyno comparison. The setup of the turbo, throttle body, head, tuning most of all, etc... all factor greatly.

Yeah that's true, but thats the only thing we can really look at to at least have a basis on what it does power wise allthough we do not know the set-up used in the dyno.

Unless anybody wants to chime in here and give us there personal experience with SMIM's and CAIM's