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2G EVO 3 Intake manifold 2G DSM w/ 1G NA TB

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EVLGSX

5+ Year Contributor
655
253
Dec 7, 2017
Wallingford, Connecticut
Decided to go with the evo3 manifold. This is nothing new but decided to share my go at it. I also installed the 1g NA throttle body which I had sent to Steve at throttlebodys.com who did a fantastic job on it, great professional service, and very quick too.

The manifold installed very nicely in place of my OE unit and the mounting bolts are WAY easier to get to on the Evo3 unit........sssoooo much easier. I also ran the harness under the manifold for a cleaner look. To do this, I had to cut back some of the tape/loom and re wrap stratigically to gain length for the TPS pig tail, but that was about it really.

On the manifold, I cut the front 2 mounting lugs off that are meant for the the JDM coil bracket, and the two mounting lugs on the rear side, grinded down those locations, finish sanded the areas, and polished the plenum as a whole. The manifold was filthy to begin with and Im COP now so I had no plans on using a OE coil (if I could ever source/fab a bracket).

Im really happy with the results as far as the fit and the way the install went. I deleted all the EGR nonsense in the process. It was easiest to just leave it all attached at the stock manifold, including the solenoids, for future reference/use. I just had to detach the three color coded vacuum lines at the canister, unplug and unbolt the solenoids from the firewall, and pulled the whole mess out with the stock unit.

Heres some photos of the action. Havent fired it up yet, gonna pop the cams in and roll out tommorow.
 

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I saw this manifold for sale. Looks great polished.

It took months of searching, but I just finished piecing together an Evo3 IM setup--manifold, throttlebody, coils, PTU, and manifold stay--of my own, but haven't installed it yet:

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Guess you don't need it with coil on plug, and with the mounts ground down, but I have a spare coil and ignition module brackets for anyone else looking to do an Evo3 IM swap.

Edit: I can see what I think is the original banjo bolt for the EGR in one of the photos. Does your banjo bolt only have a hole on the bottom, and none on the side? Not that I intend to run an Evo3 EGR setup, but I've been trying to figure out how the damn thing is supposed to work with a banjo bolt with only an inlet on the bottom and no outlet on the side like mine had... ASA lists early Evo3s as using the same banjo bolt as the turbo oil feed, but the later Evo3s have a different bolt that was only used in Japan on CE9A, which is what I'm assuming came on my IM.
 
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I just plugged the egr with a drain plug bolt of the proper thread pitch....I can report back with the thread sizes if anyone needs.
 
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I just plugged the egr with a drain plug bolt if the proper thread pitch....I can report vack with the thread sizes if anyine needs.

Yeah, I got the thread size and pitch and all that, what I was wondering is if your original EGR bolt that came in the manifold had two holes or one? Looked like it was on the table in one of the pictures you posted.
 

Very strange. Makes me wonder how it ever functioned...

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I mean, how do gasses pass through the bolt (xx97) when traveling between the tube (12311) and intake manifold?

Maybe I'm just completely misunderstanding how the system functioned, but it's almost like it was useless from the factory...

Edit: After digging into it more, it WAS useless from the factory. It was meant for an antilag system, and was inactive system on the production evos, and was only there to meet homologation rules. Going to do some more research, but that's really interesting...
 
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Sorry for hijacking your thread, but I find this fascinating. So from everything I can gather, though we've (the DSM community) have always referenced that bolt on Evo3 intake manifolds as for an EGR system, it is actually meant for an antilag system. Some of the earlier Evo3s, the first run of 2500 presumably, had the system nearly functional (not turned on in the ECU though the code is there), while the final 5000 or so had the system bypassed with the one hole banjo bolt referenced in the posts above.

I could be wrong because I haven't come across more than hearsay in my searching, but the system functions like this: when you lift off, the ECU opens the secondary air valve solenoid allowing vacuum to pass to the valve. The valve opens, letting air to pass from the intake pipe between the MAF and turbo to the port on the EVO3 intake manifold, causing a large amount of air to bypass the throttle plate. Simultaneously, the ECU adjusts ignition and fuel timing to optimally keep the turbo spooled up between shifts.

Since air is passing the throttle plate off-throttle, it's not surprising they disabled this on the vast majority cars sold to the general public. It'd be very disconcerting: the car would continue to accelerate off-throttle, and you'd have no vacuum assist on the brakes when the system was active.

Lastly many JDM Evos 3-5 should have an inactive system similar to this, and 6-9 used a different anti-lag system, but it was similarly bypassed from the factory.
 
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I deleted the MDP as I use ECMLink and do not require it for any reason, however, there are ways to keep it in the system if you so choose. I would think one of the easiest ways would be to use one of the adapters for the OEM unit that are available, and to use one of the nipples on the manifold to install it remotely with an as short as reasonably possible vacuum line.

https://www.extremepsi.com/store/product.php?productid=27732
 
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I deleted the MDP as I use ECMLink and do not require it for any reason, however, there are ways to keep it in the system if you so choose. I would think one of the easiest ways would be to use one of the adapters for the OEM unit that are available, and to use one of the nipples on the manifold to install it remotely with an as short as reasonably possible vacuum line.

By deleting do you mean just unplugging the sensor? I too am going this route, would like some incite.
 
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