I'm just finishing my b20vtec build and will be using a old school Jackson kit on the awd CRV. I'm glad this setup is back and available. Should be hearing from me soon. .ps miss seeing the convertible crx, I've been away from Orlando too long
When I was in college around 2005/2006 I had an Integra GSR that I ended up putting a jackson racing kit on that I bought used off Ebay. I DREAMED of one of your intercooled manifolds for that car but the $1,000.00 ish price tag at the time was just out of reach for a 21 year old. I remember buying a set of Laminvoa cores from GM that were for a STS V caddy or something like that- they had them listed way off and cheap for like $20.00 a set or less. I had a friend who's father worked for the chevy SS department and was able to get me a manifold from an SS cobalt. I never did anything with either, but did enjoy that supercharged GSR. sold it to a kid even younger than me and the distributor failed on him and he had a shop replace it and set the timing to stock- It had engine problems soon after. Still a fun car I miss!
Awesome buddy. I put a lot of time in R and D figuring more reliable power. This is an absolute must for power, reliability and back to back consistent power.
@@LHTPerformance I understand reliable, and consistency. And I get balance. I love balance. But I am curious, with the LHT header and LHT intercooler, what's the most power you've seen on a B series, John?
@@LHTPerformance Thanks for the reply. Yeah, I would like to push to about 300. I will need to replace my lobes. Ill make sure I reach out to you sometime..like way later. But I will
Coming from the Miata world, but being a big fan of ETCG and LHT, this is awesome content! The miata community has been using Jackson Racing's M45 superchargers as a cheap and reliable bump in power for decades, and heat management has pushed the community more and more towards turbochargers. If you ever want to expand into Mazda territory I'm sure you would be welcomed with open arms :)!
I could watch engineers explain their genius all day. Really appreciate the breakdown and all your effort you’ve put into your craft. It’s truly a work of art
Been doing this since 96. Just look at my office door for proof! Lol. Please paint that door LHT blue. It’s screaming for it. Love your videos LHT. The pride you guys put in to every task large or small is unrivaled.
Would love to see you guys colab ETCG. Really enjoy your knowledge and the attention to detail. Very few people get it. Love the work. Wishful, but hope you guys venture into euro cars (Audi, mini, BMW, etc).
Mouth drop. No way. Seriously. I been wanting to ask you if you could build me one!!!!!. I finally found a JRSC for B series and wanted your touch on it. (I haven't asked because need to save for it)
I will be coming your way, but I really rather get or find another manifold in good shape because I got this jrsc kit as a gift and it's all beat up. Was made for a gsr, but whoever used it drill all kinds of uneven holes to make it fit a b16/itr head. That I don't really care I'd don't mind being able to switch it off to different head or build. My main concern is the runner going from the flange and water port is cracked inside and top about 3" inch or more. All I want is to get it welded from outside too and shave it down smooth and as long it holds and no leak I'm ready to do the $1095. I'll send more pictures after I strip down the paint. But I was hoping you guys would have core or something. My goal is on a basic b20vtec setup on e85 hoping for 240-260max that should be very fast and fun in a 2200lbs eg hatch..... Thanks for this video I finally get to see who the artist behind the lht builds. Edit: I wonder if the manifold gasket that mates to the blower if we use the thermal type gasket would that help keep some of the heat off the manifold when it is compressed? I mean I know with the core water to air already in place since the thermal gasket is thicker perhaps it helps 1% or maybe so idk lol....kinda the same idea of a thermal intake manifold gasket to head which works 5%
I think the reason he’s doing these is because lack of space on most of the transversely mounted engines. An S2000 has tons of space to run a typical air to air setup
@@ayowser01 I will they suck, my last dyno lost peek power where i wanted it most on a f20c Torquie-kun total trash for the price put the stock one back on.
@@LHTPerformance I wish I would have known this several years ago cuz now I got a $1,500 wealded work of art hanging on my garage wall. I can't even sell it because everybody asks how much gains did you get with that? And I have to tell him them truth
Looking to one day buy a JRSC for my 1995 Honda Civic and maybe send it to you once I get to the US! I've been wanting to do a period correct 90s build.
@@LHTPerformance wow, that explains why it's been difficult to find any info on them. I was under the impression that you weren't going to be doing the H series ones anymore, but I was pleasantly surprised to hear that they might be making a comeback. My IATs are commonly at 175°F and reach up to 235° occasionally, so I've been thinking a lot about an aftercooler setup.
Any word on when you will be accepting the H series manifolds? I am absolutely waiting as patiently as I can now that the legend himself has started back up!!!! Recently acquired a JRSC kit and wanted to do everything in my power including running a water meth kit to keep the IATs down for a nice reliable function build. I'm super excited that your back to making these pieces of functional art!!!! I am just standing by till you say the word so I can ship it in, money in hand and everything!!! Also side note, thank you for the absolute ingenuity and skills that you have and share with the community!!!
I know the K motor has a aftercooler for the CT-E supercharger. But will u be making one for the K engine? I also love the support ur showing the single cam motors those things are goin extinct.
Hi, great update for the manifold and heat problem of the jrsc. Which kind of radiator do you use? Is it a normal water radiator for the cooling of the separate water cycle? Br, Michael
always respected your knowledge and builds.. I have 11.5:1 pistons and wilder than stock n/a cams in B18c5. what would happen if i were to supercharge my engine with this setup?
Itr 1244 Depends in the cams. I’ve always liked milder cams. My favorite cam combo is GsR intake and ITR exhaust cams. Good idle, easy on the valve train, quiet operation, excellent power band.
Saw Eric's video on this manifold pop up last week, absolute work of art on this. Really liked the demonstration on its IAT drop effectiveness but is this really what you were seeing BITD (with the relocated IAT sensor you mention)? Ambient was 91 degrees and you are basically reading that same temp if not 1-2 degrees cooler with the laser probe. 100 degree drop in a fraction of a second? I just finished up installing a massive front mount W/2.5" in/out piping on my Rotrex L15 and am seeing a 50 degree AIT drop from it which I'm stoked on because I was expecting 25-30 degree max. Next I have to re-route the intake from the engine bay to a cold air source (or NACA duct the hood) and see what drop I get, as of right now I'm 12-20 degrees over ambient. How much over ambient are you seeing on the S2K's? Should my next move be to repurpose the washer tank with straight distilled water and a pressure switch to mist the intercooler or just go straight to water/meth injection?
Im going to throw this out there and I hope it isnt received as hate. This isnt really a forum platform to go through these discussions, but alas, its my first time ever hearing or seeing of you or your company.. First off, love the content. love what you have done. and unfortunately the aftermarket performance world isnt paying enough attention to these types of heat exchangers... Laminova cores are amazingly efficient and versatile. With that being said, from the looks of it, you are not using these exchangers to their full abilities. looking at the still frame at about 8:27, you can see that the exchanger is simply just put into the manifold and air is allowed to just pass around the entirety of the exchanger. YOU ARE LOSING SO MUCH COOLING POTENTIAL WITH THIS DESIGN!!! meaning these could be so much better. with these 2 cores used properly, you should see less than 1psi drop in pressure with a blower attached to it. The core was designed originally as oil heat exchangers and then got adaptions for air. LAMINAR flow means that the fluid was directed around the grooves in each of the channels and forced to flow around the diameter of the tube and exchange the heat from the coolant flowing through the 'center'... i say is that way because you and me both know the fluid actually flows through the outer chambers around the exchanger. SO with all that being said, the most efficient and productive way to build this exchanger is to make a chanel to direct the flow into the large grove going down the length of the core, and then guiding the flow of air parallel through the sides of the channel, as close as possible to the core. this means BETWEEN each of those thousands of tiny little fins. The way to do this is by using a tube that is nearly the same ID as the outside of the core. then cutting a opening down the length of core that allows air to flow through the center exchanger channel. Its harder to explain the concept here, and it would seem like it is restrictive, but it isnt. the pressure on one side of the core, and the laminar flow of the air through the exchanger this way actually creates a positive pressure on the other end of the exchanger and draws the air out. this is how the exchanger is able to produce >1psi pressure drops. This is what makes them so unique and efficient. It wouldnt take much to modify the design to ensure this. Overall it is a good design, outside of the actual fact that you didnt conceptualize a means for the laminova cores to be serviced... That, i feel, might be a design issue/flaw that was overlooked for the benefit of complexity or even space restrictions. But if these are sealed in the typical manner with the o-rings and thin metal washers, then inevitably, they will leak over time. and that means if it leaks, then the entire manifold is a paperweight. If there was some type of way to service it, like perhaps a bolted on endcap that is sealed, it would allow them to be changed if they ever do decide to leak... because murphy's law. im not an expert so please dont look at this like im trashing your product. I just wanted to share my knowledge and information and pass this forward. Im open to questions if you have them. and my inbox is open if you want to look at some of the CAD filesif have with some designs and get you dimensions you'd need if you planned to get some revisions done.
First off, thanks for taking the time to post this. I have done a great deal of testing with many cores even before these cores. Some of the original tests were done with the cartridge that holds the cores and forces the air to pass through more effectively and less around the outer surface. This does full heat out of the core more efficiently but even a small restriction does equate to more pressure drop in a pump type blower like the one used. A compressor used for forced induction is is completely different. By placing the cores in different positions and allowing more or less air to circulate around them, made a difference of cooling v pressure drop. The smaller M62 is very sensitive to even a small amount of restriction. I did manage to work with some air engineers and one engineer from laminova to help with the design. With 3 cores in cartridges sealed was experienced almost 4 psi drop, the pumping restriction translated to additional load on the pump itself causing belt slip. Long story, we had to balance between low air flow resistance and cooling capacity. With a supercharger that maxed at 340BHP we managed 308whp, with a drivetrain loss of roughly 10% we achieved almost zero loss while maintaining a 100+ F drop.
@@LHTPerformance I see. Of course, most of what i said was based off of objective information i got from the video. I have no knowledge of any testing or R&D that went into the design of your cooler. So im happy that it doesnt seem like you took any offense to my statements about the build. Overall it is still impressive work and the main factor is that IT WORKS!. It definitely seems like you have taken the time out to really figure out what would work best for you in this particular application. Its unfortunate that it couldnt be used to its full potential as far as design goes, however it is still very beneficial. My application is using the Vortech V3 supercharger, so im curious to see what types of numbers i get when im running my intake setup. I want to flow bench my design overall to see if I can retain the recommended CFMs to ensure im not wasting alot of power due any restrictions. to hear you were dealing with 4psi pressure drops certainly is a bit of a letdown especially when u should expect far less. Im curious what might have caused it, be it configuration or just the style of plenum it was used in. For my application, the addition of the intake manifold intercooler actually should improve performance since my original IM came fitted with VIS style butterflies that created artificial restriction to change the lower end torque curve. Ideally, and theoretically, the intercooler manifold of my design for my application SHOULD help to retain that lower end torque as well as negate the effect of pressure drop that id see with a traditional A2A or w2a intercooler. But still VERY cool on your end and I hope to see some more of this style work from your shop. 100*F drop is impressive in any application. and if you were able to avoid the 4psi pressure drop, then in this case, its a win win.
John is this more effective reducing intake air temp than a typical intercooler thats in front of the radiator? Youre using water to dissipate heat but the water is fed to a heat exchanger/rad which is cooled by ram air, wouldn't this setup be redundant if im already using an intercooler between a Kraftwerks SC and the intake manifold?
Air to air is the way to go. It’s more effective and efficient, but this is the only option on this type of setup. Water to air does have better temperature absorption, water has better surface tension and transfers heat 25 time more effectively than air , But, once water (liquid) had effectively absorbed the temperature, it takes longer to cool.
Man oh man.. Is this tempting. This would complete my JRSC kit. Thats always a problem with mine is heat soak.. How long will you be reproducing these?
Granted I know these manifolds are for a super charger, but I curious if this idea could work for a turbo setup or a kraftwerks supercharger and still be efficient
LHTPerformance that’s awesome, I have a 99 civic coupe and recently swapped a B16b into it and have thought about doing a turbo kit for a kraftwerks setup in the future. But my problem with the kraftwerks kit is that I loose A/C which I would like to retain if I can, so then I thought about turbo and doing water to air for the intercooler to keep it as stealth as possible
LHTPerformance I’ve also wondered if it’s possible to take the skunk2 ultra series intake manifolds and make a water to air intercooler that would fit between where the runner section and plenum section 🤔
IcemanJD08 I actually made a manifold with a large Plenum that housed at four of these cores, I made this for a GSR back in the day. It worked very well but was very time-consuming and bulky on the back of the engine, I decided not to pursue anymore.
@@LHTPerformance there isn't sadly, I have a M62 supercharger remote mounted under the intake manifold (where the AC compressor normally is), would love something like this
@@LHTPerformance I should have said that no one makes one for a 1G or 2G DSM, Norris Designs overseas makes a twincharger kit for Evos. Would you have any interest in making an intercooled manifold that the supercharger doesnt mount to? So that it could work for Turbos and remote mount superchargers on a 4g63? I appreciate your time.
Two things I'd like to know. One when you say be series does this include the B20 non vtec manifolds as well? And two have you considered using the a chiller killer ac cooler system over the water pump set up. killerchiller.com/products/universal-parallel-kit Just something that has crossed my mind.
Love how you took the time to give all the details. Thanks.
I'm just finishing my b20vtec build and will be using a old school Jackson kit on the awd CRV. I'm glad this setup is back and available. Should be hearing from me soon. .ps miss seeing the convertible crx, I've been away from Orlando too long
When I was in college around 2005/2006 I had an Integra GSR that I ended up putting a jackson racing kit on that I bought used off Ebay. I DREAMED of one of your intercooled manifolds for that car but the $1,000.00 ish price tag at the time was just out of reach for a 21 year old. I remember buying a set of Laminvoa cores from GM that were for a STS V caddy or something like that- they had them listed way off and cheap for like $20.00 a set or less. I had a friend who's father worked for the chevy SS department and was able to get me a manifold from an SS cobalt.
I never did anything with either, but did enjoy that supercharged GSR. sold it to a kid even younger than me and the distributor failed on him and he had a shop replace it and set the timing to stock- It had engine problems soon after. Still a fun car I miss!
That's awesome! Glad to see these come back, something that is direly needed for any JRSC!
I have one of these on a B16 in my CRX for about 4 years now and it is awesome.
Thanks for a great product.
Awesome buddy. I put a lot of time in R and D figuring more reliable power. This is an absolute must for power, reliability and back to back consistent power.
@@LHTPerformance I understand reliable, and consistency. And I get balance. I love balance. But I am curious, with the LHT header and LHT intercooler, what's the most power you've seen on a B series, John?
BB Detailing My CRX made 312whp and 210tq. However, it’s was pushing beyond its reliable limits..It would spit belts at the drip of a hat. Lol.
@@LHTPerformance Thanks for the reply. Yeah, I would like to push to about 300. I will need to replace my lobes. Ill make sure I reach out to you sometime..like way later. But I will
BB Detailing I would shoot for 270-280whp. 4 rib belt is always a limit. I developed a 5 rip system back the day.
Coming from the Miata world, but being a big fan of ETCG and LHT, this is awesome content! The miata community has been using Jackson Racing's M45 superchargers as a cheap and reliable bump in power for decades, and heat management has pushed the community more and more towards turbochargers.
If you ever want to expand into Mazda territory I'm sure you would be welcomed with open arms :)!
I could watch engineers explain their genius all day. Really appreciate the breakdown and all your effort you’ve put into your craft. It’s truly a work of art
Pfi speed dynoed a b series swap with a jrsc and one of your rare intercoolers between the jrsc and motor. It was nice to see a blast from the past.
WHat video was that? I never saw it and i watch almost all their videos past few years
I saw an jrsc, it was a black car. But has it his intercooler ?
This is on my bucket list
I custom made an intercooler sandwiched between blower years ago as well, i still have the intercooler
That looks awesome, John.👌 The demonstration was pretty cool, too. Thanks, buddy. Enjoy the rest of your weekend.
John this was really cool. I loved the demonstration at the end. So brilliant !
Been doing this since 96. Just look at my office door for proof! Lol. Please paint that door LHT blue. It’s screaming for it.
Love your videos LHT. The pride you guys put in to every task large or small is unrivaled.
Can’t wait for the Obsessed Garage Build!
Cool stuff sir! Very ingenious, and it looks great!
I bought one a while back. Still waiting for install. Work of art.
You showing off with your welding skills with Eric's good job
Jon, you are a genius!! Can't wait to get my next car cuz I'm bringing it to you!
Glad to see these intercooler making a come back
I totally forgot about Eric's supercharged ITR build. Thanks for the reminder, and great/informative video as usual!
Wow, that thing is beautiful.
That manifold must be for ETCG! 👍 😁
Amazing manifold! Quality work
Awesome! I’ve been waiting! Will be sending
ever since i saw the pfi video with the dynographs comparing jrsc and lht intercooled i’ve always wanted one
Awesome work John
Would love to see you guys colab ETCG. Really enjoy your knowledge and the attention to detail. Very few people get it. Love the work. Wishful, but hope you guys venture into euro cars (Audi, mini, BMW, etc).
Mouth drop. No way. Seriously. I been wanting to ask you if you could build me one!!!!!. I finally found a JRSC for B series and wanted your touch on it. (I haven't asked because need to save for it)
So cool. Wish I had a JRSC. Wish I had a B-series. Wish I had a Honda lol.
I got a Honda Jazz but too broke to Kswap it. 😆
I will be coming your way, but I really rather get or find another manifold in good shape because I got this jrsc kit as a gift and it's all beat up. Was made for a gsr, but whoever used it drill all kinds of uneven holes to make it fit a b16/itr head. That I don't really care I'd don't mind being able to switch it off to different head or build. My main concern is the runner going from the flange and water port is cracked inside and top about 3" inch or more. All I want is to get it welded from outside too and shave it down smooth and as long it holds and no leak I'm ready to do the $1095. I'll send more pictures after I strip down the paint. But I was hoping you guys would have core or something. My goal is on a basic b20vtec setup on e85 hoping for 240-260max that should be very fast and fun in a 2200lbs eg hatch.....
Thanks for this video I finally get to see who the artist behind the lht builds.
Edit: I wonder if the manifold gasket that mates to the blower if we use the thermal type gasket would that help keep some of the heat off the manifold when it is compressed? I mean I know with the core water to air already in place since the thermal gasket is thicker perhaps it helps 1% or maybe so idk lol....kinda the same idea of a thermal intake manifold gasket to head which works 5%
I can’t wait to pull my intake off for the season
I cant wait til you start doing the D-series manifolds
Soon. There’s a little more changes to the D series. The S tube has to be cut and modified to make it clear the end tank. But soon.
@@LHTPerformance Perhaps just a huge spacer between the s pipe and bypass valve section? Then the fuel filter on the firewall will just be relocated.
Awesome👌
Go Eric!!!!
I also ran a honda crv crank pulley to raise my boost to 16psi
You sir are an artist💪👍 any plans for s2000 manifolds?
@T R tell that to Toda
I think the reason he’s doing these is because lack of space on most of the transversely mounted engines. An S2000 has tons of space to run a typical air to air setup
@@ayowser01 I will they suck, my last dyno lost peek power where i wanted it most on a f20c Torquie-kun total trash for the price put the stock one back on.
We’ve made a handful of manifolds over the years. They seam to only make gains in the much high HP builds. It’s the reason we recommend the stock one.
@@LHTPerformance I wish I would have known this several years ago cuz now I got a $1,500 wealded work of art hanging on my garage wall. I can't even sell it because everybody asks how much gains did you get with that? And I have to tell him them truth
Very cool
Looking to one day buy a JRSC for my 1995 Honda Civic and maybe send it to you once I get to the US! I've been wanting to do a period correct 90s build.
great idea would love to see the gains
Man I can't wait to put that on my teggy .
Let the collab begin 💪🏻 crossover video? A fan of both channels
Curious to see someone track with this a full 20-25 mins and see what the IATs are at.
I have one of your H series setups. I believe only a few were made 👍
Yes. We made about 10 only.
@@LHTPerformance wow, that explains why it's been difficult to find any info on them. I was under the impression that you weren't going to be doing the H series ones anymore, but I was pleasantly surprised to hear that they might be making a comeback.
My IATs are commonly at 175°F and reach up to 235° occasionally, so I've been thinking a lot about an aftercooler setup.
Any word on when you will be accepting the H series manifolds? I am absolutely waiting as patiently as I can now that the legend himself has started back up!!!! Recently acquired a JRSC kit and wanted to do everything in my power including running a water meth kit to keep the IATs down for a nice reliable function build. I'm super excited that your back to making these pieces of functional art!!!! I am just standing by till you say the word so I can ship it in, money in hand and everything!!! Also side note, thank you for the absolute ingenuity and skills that you have and share with the community!!!
You know what, message me on IG. We’ll talk 😉
@@LHTPerformance msg sent brother 👍🏻
Can't wait for you to do the D Series manifolds. I have been struggling with IATs on my setup.
That front door needs some LHT TLC 😁
The front door painting would take away for what I like to do. If someone wants to volunteer to paint the door, let us know 🤔
Dude i missed these.
5 years later still looking for a D16 jrsc
I know the K motor has a aftercooler for the CT-E supercharger. But will u be making one for the K engine? I also love the support ur showing the single cam motors those things are goin extinct.
Need one of those for the EJ257.
Water cooled is the key
Great job nice videos
Collaboration of ETCG? Any updates on Matt Moreman's giveaway build?
Lol. Was wondering myself
ETCG? --EDIT: Eric The Car Guy
I hope George doesn't mind that you borrowed his hairdryer 😱😁.
Air to water
John I’m playing lottery everyday so I can walk in your shop with a blank check for the Integra lol
Lol.
Lol 1 day
Please give they Kseries some love ❤️
Hi, great update for the manifold and heat problem of the jrsc. Which kind of radiator do you use? Is it a normal water radiator for the cooling of the separate water cycle? Br, Michael
always respected your knowledge and builds..
I have 11.5:1 pistons and wilder than stock n/a cams in B18c5.
what would happen if i were to supercharge my engine with this setup?
Itr 1244 Depends in the cams. I’ve always liked milder cams. My favorite cam combo is GsR intake and ITR exhaust cams. Good idle, easy on the valve train, quiet operation, excellent power band.
Saw Eric's video on this manifold pop up last week, absolute work of art on this. Really liked the demonstration on its IAT drop effectiveness but is this really what you were seeing BITD (with the relocated IAT sensor you mention)? Ambient was 91 degrees and you are basically reading that same temp if not 1-2 degrees cooler with the laser probe. 100 degree drop in a fraction of a second?
I just finished up installing a massive front mount W/2.5" in/out piping on my Rotrex L15 and am seeing a 50 degree AIT drop from it which I'm stoked on because I was expecting 25-30 degree max. Next I have to re-route the intake from the engine bay to a cold air source (or NACA duct the hood) and see what drop I get, as of right now I'm 12-20 degrees over ambient. How much over ambient are you seeing on the S2K's? Should my next move be to repurpose the washer tank with straight distilled water and a pressure switch to mist the intercooler or just go straight to water/meth injection?
Im going to throw this out there and I hope it isnt received as hate. This isnt really a forum platform to go through these discussions, but alas, its my first time ever hearing or seeing of you or your company..
First off, love the content. love what you have done. and unfortunately the aftermarket performance world isnt paying enough attention to these types of heat exchangers... Laminova cores are amazingly efficient and versatile. With that being said, from the looks of it, you are not using these exchangers to their full abilities. looking at the still frame at about 8:27, you can see that the exchanger is simply just put into the manifold and air is allowed to just pass around the entirety of the exchanger. YOU ARE LOSING SO MUCH COOLING POTENTIAL WITH THIS DESIGN!!! meaning these could be so much better. with these 2 cores used properly, you should see less than 1psi drop in pressure with a blower attached to it. The core was designed originally as oil heat exchangers and then got adaptions for air. LAMINAR flow means that the fluid was directed around the grooves in each of the channels and forced to flow around the diameter of the tube and exchange the heat from the coolant flowing through the 'center'... i say is that way because you and me both know the fluid actually flows through the outer chambers around the exchanger. SO with all that being said, the most efficient and productive way to build this exchanger is to make a chanel to direct the flow into the large grove going down the length of the core, and then guiding the flow of air parallel through the sides of the channel, as close as possible to the core. this means BETWEEN each of those thousands of tiny little fins. The way to do this is by using a tube that is nearly the same ID as the outside of the core. then cutting a opening down the length of core that allows air to flow through the center exchanger channel. Its harder to explain the concept here, and it would seem like it is restrictive, but it isnt. the pressure on one side of the core, and the laminar flow of the air through the exchanger this way actually creates a positive pressure on the other end of the exchanger and draws the air out. this is how the exchanger is able to produce >1psi pressure drops. This is what makes them so unique and efficient. It wouldnt take much to modify the design to ensure this. Overall it is a good design, outside of the actual fact that you didnt conceptualize a means for the laminova cores to be serviced... That, i feel, might be a design issue/flaw that was overlooked for the benefit of complexity or even space restrictions. But if these are sealed in the typical manner with the o-rings and thin metal washers, then inevitably, they will leak over time. and that means if it leaks, then the entire manifold is a paperweight. If there was some type of way to service it, like perhaps a bolted on endcap that is sealed, it would allow them to be changed if they ever do decide to leak... because murphy's law.
im not an expert so please dont look at this like im trashing your product. I just wanted to share my knowledge and information and pass this forward. Im open to questions if you have them. and my inbox is open if you want to look at some of the CAD filesif have with some designs and get you dimensions you'd need if you planned to get some revisions done.
First off, thanks for taking the time to post this.
I have done a great deal of testing with many cores even before these cores. Some of the original tests were done with the cartridge that holds the cores and forces the air to pass through more effectively and less around the outer surface. This does full heat out of the core more efficiently but even a small restriction does equate to more pressure drop in a pump type blower like the one used. A compressor used for forced induction is is completely different. By placing the cores in different positions and allowing more or less air to circulate around them, made a difference of cooling v pressure drop. The smaller M62 is very sensitive to even a small amount of restriction. I did manage to work with some air engineers and one engineer from laminova to help with the design.
With 3 cores in cartridges sealed was experienced almost 4 psi drop, the pumping restriction translated to additional load on the pump itself causing belt slip.
Long story, we had to balance between low air flow resistance and cooling capacity. With a supercharger that maxed at 340BHP we managed 308whp, with a drivetrain loss of roughly 10% we achieved almost zero loss while maintaining a 100+ F drop.
@@LHTPerformance I see. Of course, most of what i said was based off of objective information i got from the video. I have no knowledge of any testing or R&D that went into the design of your cooler. So im happy that it doesnt seem like you took any offense to my statements about the build. Overall it is still impressive work and the main factor is that IT WORKS!. It definitely seems like you have taken the time out to really figure out what would work best for you in this particular application. Its unfortunate that it couldnt be used to its full potential as far as design goes, however it is still very beneficial. My application is using the Vortech V3 supercharger, so im curious to see what types of numbers i get when im running my intake setup. I want to flow bench my design overall to see if I can retain the recommended CFMs to ensure im not wasting alot of power due any restrictions. to hear you were dealing with 4psi pressure drops certainly is a bit of a letdown especially when u should expect far less. Im curious what might have caused it, be it configuration or just the style of plenum it was used in. For my application, the addition of the intake manifold intercooler actually should improve performance since my original IM came fitted with VIS style butterflies that created artificial restriction to change the lower end torque curve. Ideally, and theoretically, the intercooler manifold of my design for my application SHOULD help to retain that lower end torque as well as negate the effect of pressure drop that id see with a traditional A2A or w2a intercooler.
But still VERY cool on your end and I hope to see some more of this style work from your shop. 100*F drop is impressive in any application. and if you were able to avoid the 4psi pressure drop, then in this case, its a win win.
John is this more effective reducing intake air temp than a typical intercooler thats in front of the radiator? Youre using water to dissipate heat but the water is fed to a heat exchanger/rad which is cooled by ram air, wouldn't this setup be redundant if im already using an intercooler between a Kraftwerks SC and the intake manifold?
Air to air is the way to go. It’s more effective and efficient, but this is the only option on this type of setup. Water to air does have better temperature absorption, water has better surface tension and transfers heat 25 time more effectively than air , But, once water (liquid) had effectively absorbed the temperature, it takes longer to cool.
Man oh man.. Is this tempting. This would complete my JRSC kit. Thats always a problem with mine is heat soak.. How long will you be reproducing these?
Are you using spiraled finned tubing?
Disappointed there aren't any shots of what the interior of the manifold looks like to get an idea of the heat exchangers and air paths...
How would I go getting one made and shipped to Australia? Almost un heard of to find the parts here
🔥🔥🔥🔥
K20Z3 manifolds coming?????
I have one for a gsr. Is this still available? I would like to send mine in if the service still available.
Where did you source thr laminova cores?
Hey, do you guys make manifold for k20 head for jrsc supercharger with water cooler?
That door come on
Paint it Blue LHT
haha now that i look at it....woof!
Let’s see.....work on customers builds....or paint the front door 🤔
I have the JSRC for a 2002 Ford focus zx3. Could you do this same thing to my supercharger manifold?
Mark-Christopher Barfield We don’t offer it. Sorry.
@@LHTPerformance for sure. Just thought I'd ask
Granted I know these manifolds are for a super charger, but I curious if this idea could work for a turbo setup or a kraftwerks supercharger and still be efficient
I did actually make a larger manifold incorporating the cores for a turbo car. Made for very short charge piping and cleaner look.
LHTPerformance that’s awesome, I have a 99 civic coupe and recently swapped a B16b into it and have thought about doing a turbo kit for a kraftwerks setup in the future. But my problem with the kraftwerks kit is that I loose A/C which I would like to retain if I can, so then I thought about turbo and doing water to air for the intercooler to keep it as stealth as possible
LHTPerformance I’ve also wondered if it’s possible to take the skunk2 ultra series intake manifolds and make a water to air intercooler that would fit between where the runner section and plenum section 🤔
IcemanJD08 I actually made a manifold with a large Plenum that housed at four of these cores, I made this for a GSR back in the day. It worked very well but was very time-consuming and bulky on the back of the engine, I decided not to pursue anymore.
I am doing something very similar but with a j series supercharger with an m90. And I have a few questions am I able to call and ask some questions?
Hey John, is there any easy way of replacing the rear moulding/rain rail trim without tearing out the entire soft top? Part # 74866-S2A-033
🤙🏻
would you ever make an F series intake manifold for the s2000 ??
Mary Shannon Kelley If you look through our videos we’ve made a few. I just don’t think there cost effective.
I didn't see any water-cooled intake manifolds on any of those S2000's Could you post the link?
Mary Shannon Kelley Oh, sorry. We’ve don’t just regular sheet metal manifolds. Not these inter
Will you be making one of these for a K series?
Boost doesn't equal power.
Air density makes power.
LHT from the UK can you source jackracing supercharger and do this mod and post to uk many thanks
Will this work for turbo also?
It’s possible to build a custom manifold and use 3 or 4 cores. Each core is efficient to 150bhp.
No K-series? I’m ☹️
Willing to make one for a 4g63?
BrandonCell I wasn’t aware there was a Mitsubishi position displacement supercharger kit
@@LHTPerformance there isn't sadly, I have a M62 supercharger remote mounted under the intake manifold (where the AC compressor normally is), would love something like this
@@LHTPerformance I should have said that no one makes one for a 1G or 2G DSM, Norris Designs overseas makes a twincharger kit for Evos. Would you have any interest in making an intercooled manifold that the supercharger doesnt mount to? So that it could work for Turbos and remote mount superchargers on a 4g63? I appreciate your time.
BrandonCell Messge me on IG and send me some pics. It’s an interesting project
I want for k series
Two things I'd like to know.
One when you say be series does this include the B20 non vtec manifolds as well?
And two have you considered using the a chiller killer ac cooler system over the water pump set up. killerchiller.com/products/universal-parallel-kit
Just something that has crossed my mind.
Omg stock inlet is atrocious
Damn, super sorry that I just found this from here and now: ua-cam.com/video/F9SsEdGEM4A/v-deo.html
Holy shit, and I commented before watching full video. Good to know
Gonna sub to Eric as well