I didn't see any posts up about this. Does anyone have this setup? My VI should be going in to my car soon. I'm looking in to a NX kit after that. I think someone expressed concerns about the VI's design also. It uses a "chamber" instead of separate runners. I'm wondering if this will make a difference in fuel/nitrous delivery. Also wondering what kind of numbers to expect since there will be more high end power using the VI.

 

I would love to get a VI, but I just can't justify putting that much money into my car right now. I wouldn't mind renting on for an all or nothing 1/4 pass. However, if i were in your shoes i would go the 'little' extra distance and put in a direct port system. In the end it should be the most cost effective, responsive, and safest way to go. Let me know if you run into someone that is no longer interested in their VI.

 

There are a couple of guys, at least with 2k2's using NX and I know of a few Honda/Acura guys with VI's with absolutely no problems running wet.

 

I haven't put on all of my kit yet, but I hope to have dynos before too long. Direct port hasn't been done by anyone yet, and I know that it will be difficult because of the way the VI is setup.

The VI shouldn't change anything regarding a wet versus dry kit.
-hype

 

I'm looking forward to your results. What gauges did you get?

 

I don't see your point, but then again I don't have a VI siting in front of me. I shouldn't be any more difficult than most other setups. Anyway, hope you see dramatic gains.

 

As I stated before. The 4th gen's VI design isn't a dual runner design. When the VI is closed, the air goes from the throttle body down in to the engine. When the VI is open. The butterflies open and a camber on TOP of the runners open up. So the air would travel up at some point. This could be an issue in a direct port setup. If the butterflies were to close, there may still be nitrous and fuel particles in the top chamber. Maybe causing backfire. This would also defeat the purpose of a direct port also. Once the VI opens, there is no defined path to each runner.

 

Still don't understand your reasoning? It sounds like if the nitrous is introduced before the trottle body and then travels through the manifold it has more a likelyhood to get caught in places you might not want it. However if you introduce the nitrous fogger nozzle angled down as far away, and down the path, from the butterfly's then there is much less a chance for an accident. I don't know if I explained this enough, and keep in mind I don't have a VI in front of me, but let me know wear i'm wrong on this.
I was thinking you would tap the manifold as far down the runners as you can, possible the lower plenum--don't know if that can be done?

 

I'm not incredibly familiar with DP setups, but based off of what I've seen tapping a VI is much more difficult than a normal intake manifold. Part of the problem is that the butterflies take up a large portion on the top of the intake manifold. This is normally where the manifold is tapped, as can be seen on 1MAX2NV's and JAIMECBR's cars. The VI would have to be tapped further up, and I believe this causes clearance issues with the hood. I'm not saying that it can't be done, but so far no one has done it. It would also make for an expensive mistake if done incorrectly. DP setups are supposedly harder to tune as well.

Zumble, as far as gauges I only went with a FP gauge. I plan on running small shots (under 50) for a while and didn't want to put in an EGT gauge yet.

-hype

 

Are you running NOS, NX, ZEX?

 

My theory is that since the nitrous mix is being introduced right before the variable intake chamber, the mix won't be stable. This isn't a problem with the normal manifold. But with a VI, the mix will have to travel up then down. I would think with a single nozzle wet setup, the mixture would have stablized by the time it got to the VI. Here is a pic of the VI. It's really hard to explain without seeing the inside of the VI. I don't currently have a pic of the inside though.

 

My wet setup will be with a VI in a matter of days, I will let you know.....

 

I have a 2k2, and it has the VI intake,

I have no problems with my setup. Curently at a 75 shot

 

I don't think that really has anything to do with the DP problem. If you look at the picture of the VI you just have to tap further up (towards the back of the car) on the manifold. The runners are smaller, so the install would have to be tighter than usual. The nitrous wouldn't have to flow up/down as you suggested.

BTW I have a NOS 5124 kit.
-hype

 

I wouldn't be surprised if my logic was flawed. I have no clue how the 4th gen variable intake works. If anything, the runners become longer when the butterflies open. =( I don't get it. Dyno says it works. Thats all that matters.

 

For the DP setup, I would say to tap as close to the engine as you can on the manifold. This way, it would keep most of the nitrous/fuel mixture from entering the intake all together and just being released into the cylinders/engine.......

 

Um...do you know what you're talking about?

 

I've never installed or run a DP setup, but I've seen plenty of pictures, and the concept isn't that complex. The fuel and nitrous are delivered directly into the intake manifold, which has to be tapped to allow the delivery.

What I understand best is the VI, so do you know what you're talking about? Our VI isn't a dual runner setup, so the nitrous and fuel would NEVER flow up since the only path to the combustion chamber is down.
-hype

 

Close....The idea behind DP is to not just introduce n2o via the manifold, but rather introduce the n2o as close to the combustion chamber as possible. I can easily put a fogger into any part of the intake manifold. However this is not good enough, one bypasses the magority of the manifold, and all if possible, to avoid the chance of putting to much nitrous into any one cylinder/or just wanting the control of deciding how much each cylinder gets. With the DP you have infinately more control as to were and how much nitrous is introduced to each cylinder.



Once again I ask are you sure you understand the MEVI? We all know it doesn't have dual runners. I will agree to a certain extent that the path to the combustion chamber will 'eventually' go down to the engine. What I was getting at is that the butterfly's could have a tendency to trap a dangerous mixture of fuel and nitrous or cause puddling. Unless I understand the process incorrectly, the idea behind the MEVI is to compensate for the dual runners by opening the valves to a second chamber in which the shock wave of the incoming air will resonate back "up" to the chambers of the MEVI and then finally find their way to the engine thus creating a similar effect the the 5th gen manifold has. Then again this is all for not because there are many people who have already vouched for the lack of problems relating to the afore mention concerns.
P.S. Never say....NEVER.....

 

Ok I'll give you the never, but since the engine is essentially a vacuum and gravity is pulling down on the incoming air/fuel/nitrous there shouldn't be any puddling issues. I would say you're more likely to get puddling in the intake piping than in the top of the VI.

The VI works by optimizing the resonance, which is affected because of the extra volume once the butterflies open (you can hear this when the VI kicks in). This isn't nearly as effective as dual runners, but it still gives a nice increase.
-hype

 

I would have to agree.......