2TR-FE Intake manifold spacer kit! Sold out!

Every buyer has to evaluate their location specific inspection situation and make their own choices.

Not everyone lives in a state of vehicular oppression.

If the OP produces a quality part with proven results, and sweetens the pot with an installation kit and concise instructions, my guess is he'll get quite a few sales.

 

Looking good!

 

I received the all thread and flange nuts today, but the couplers are on back order. Hopefully they'll be in stock when the spacers are complete.

 

What intake & headers you got?

 

FWIW - LCE OEM length 'Street Performance' Header. Fresh campaign recall CAT. Rest of exhaust reworked to incorporate the

$175 Magnaflow 12586 : 2.5"/2.5" Inlet/Outlet, 5x11x22" Oval, Stainless Steel, Satin Finish

Magnaflow 12586 22" Muffler. Nothing changed on intake side to date.

 

Any videos of it on here anywhere? I've been tossing around getting a cat back, but couldn't decide on anything. I'm looking for a deep WRX tone, not too ricey.

 

Hey just a thought while I am laying here not being able to sleep. If your engine makes peak torque lower, then you won't rev it as much to accelerate the same amount as an engine without intake spacer and header. Doesn't that also mean it will save gas if driven the same speeds and velocities as before the mods?

 

I'm curious of that also. I just filled up yesterday, so I'll try to keep my foot out of it so I can get some comparison.

 

Speed and acceleration are two different things. Lets assume for a moment that no new power is being made.............. and all we are doing is moving the power band. (torque curve)

Speeds are gear dependent. Whatever RPM you run at a given MPH won't change because of the torque curve changing.

Bringing the torque down lower in the RPM band does improve low end drivabilty, meaning that in city driving / stop and go you 'may' see some MPG improvement, because you don't throttle as much to get moving.

Like everything though, there is a trade off. Torque moved to lower RPMs usually means lost torque at upper RPMs. You may find a power loss on interstate running, (not cruising, but passing) steep grades, etc.

So, in our scenario, you haven't changed any gearing. You're not making more torque, you're not making more HP (which is an equation anyway), you are merely moving where the torque occurs in the RPM band.

The above is an example of what happens when you tinker with timing advance, particularly noticeable in small displacement engines.

All that said, that just gives a 'picture' of sorts of what can happen.

Now, if a modification(s) does produce more torque, or creates a flatter torque curve all across the RPM band, then you have good stuff!

However, with the same gearing, you'll still be running the same RPM at a given MPH, so fuel economy won't be impacted under those conditions.

 

So, with all that said, how do you suspect this would effect my truck?? I have 4.88 gears. Would I feel it more, less, or the same?? AS it is now, my truck pulls a good bit harder at all speeds, but the gears are least noticeable out of the hole.

 

#1, I understand they are two different things, that's why I said " same speed and velocities". In case you didn't know, velocity is a change in rate of speed or direction.

#2, I disagree 100% with your reasoning. torque is a measure of work done in a certian distance. So if you torque goes up 10% in a certian rpm range, the truck will accelerate faster in that rpm range than before. So where you used to have to climb to 3200 rpm through all 5 gears to get to 80 mph, now because of the spacer you will propably be at 167 mph, meaning to get to 80, you will have to spend less time at higher revs. And that equals less fuel burn, no matter who you are.

 

Yes you read that right..167 mph.....just believe it, and it will be so

 

I see you chose to ignore my 3rd statement, being

But once you get to cruising speed, your RPM will be the same, regardless. So your consumption, at cruise, will be the same.

 

Should be a similar delta to everyone else, because what we are talking about is moving torque achievement lower in the RPM band, ie engine drivability, not net new power or gearing.

Not sure why your gears are least noted from a stop, unless all you've done is kind of restored the OE final ratio, because you have jumbo tires?

 

Ok. Well regardless, it shouldn't hurt fuel mileage. My theory is, more torque available at said rpm, equals less demand (or fuel) from the engine. Which in (my) theory, should equate to possibly (maybe) a little better fuel economy...hopefully.

 

Agreed! I just wann lower torque band as @tooter proved!!!

 

Just a crappy youtube video, in-cab, from last winter. I don't have any external videos.

 

Ohh shit yeah I missed that part. I agree, interstate driving won't change much. Unless like you said, it has less torque at high speeds, then it may get worse mileage

 

I'm gonna be one of those who ends up buying the last one you have, or waits for the next run....

Can you link the exact AFE intake

I can second this - this thing is a mf beast

I have DT shorty Tri-Y headers, magnaflow cats, dynomax muffler, and chop for exhaust, only thing i need to upgrade is the intake... please link AFE intake