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Discussion Starter · #1 · (Edited)
There seems to be an on going debate whether or not it makes sense to have your Genesis V6 IM ported & polished. We decided to put this to the test since we can't find hard flow results from anybody else! Over the next few days we will be running some comparison tests on the flow bench to get some hard data for you guys. We will entertain any ideas but it does take a bit of time to set up the new jigs and set up the flow bench.

So we built some jigs for a bunch of different parts, first up is the Genesis v6 Intake Manifold!!



So you want some numbers eh???

-CFM gain (average) (per runner) - 35.57 CFM
-CFM GAIN (total) - 213.47 CFM

Not too shabby!!

Will
 

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Hmm..that's really good, but why does the 6th cyl have such low pressure compared to the other 5?
And how much cfm does a N/A lamdba see? 330cfm is td04l-13t at 15psi, to put it into perspective..
 

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MR TURBO 2 U
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Hmm..that's really good, but why does the 6th cyl have such low pressure compared to the other 5?
And how much cfm does a N/A lamdba see? 330cfm is td04l-13t at 15psi, to put it into perspective..
you will find its manufacturing tolerence!
and theres a good chance that the std port flows less anyway???
have you done port flow tests yet?
good info keep it up!
 

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you werent kidding when you said that this manifold is biased to 1,3, and 5.

good gains, i wonder if theres any way to balance them out though. probably not likely by design.
 

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Im pretty sure they ported the runners evenly, and did the flowbench afterwards. that just happens to be where the numbers fell.
 

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FUNCTION OVER FORM
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Thank you for posting flow data results, because I've been wanting to see this for some time now. Any chance of posting similar charts for 2.0t?
 

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If they can get each runner putting out the same cfm, they can actually increase engine life (determined by amount of modifications).
It's also a slim (yet possible) chance that all of the boosted 3.8's were tuned as a whole. Meaning fuel in each cylinder is the same, not variant to how much flow is going into each cyl, so if the total afr of the engine is 11.5, and they're sitting on 400rwhp, it's a possibility that 1/3/5 are running rich while 2/4/6 are running lean, causing the engine to blow.
I'm not saying that's the case, but with just two small 13t's you're looking at 600-700cfm, which is enough pressure to throw off the tune if the IM is pushing more of that air into 1/3/5..
 

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Discussion Starter · #11 ·
If they can get each runner putting out the same cfm, they can actually increase engine life (determined by amount of modifications).
It's also a slim (yet possible) chance that all of the boosted 3.8's were tuned as a whole. Meaning fuel in each cylinder is the same, not variant to how much flow is going into each cyl, so if the total afr of the engine is 11.5, and they're sitting on 400rwhp, it's a possibility that 1/3/5 are running rich while 2/4/6 are running lean, causing the engine to blow.
I'm not saying that's the case, but with just two small 13t's you're looking at 600-700cfm, which is enough pressure to throw off the tune if the IM is pushing more of that air into 1/3/5..
I agree with that initially but let me pose a question... Where does the manufacturer's intent come into play? I would agree that a v8 40 years ago could benefit greatly by "evening" out the numbers, but I would think that with the rise in technology head ports and fuel/tuning etc would be all matched per runner as to allow the "proper" amount of air relative to each other runner. Thoughts?

Will
 

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If they can get each runner putting out the same cfm, they can actually increase engine life (determined by amount of modifications).
It's also a slim (yet possible) chance that all of the boosted 3.8's were tuned as a whole. Meaning fuel in each cylinder is the same, not variant to how much flow is going into each cyl, so if the total afr of the engine is 11.5, and they're sitting on 400rwhp, it's a possibility that 1/3/5 are running rich while 2/4/6 are running lean, causing the engine to blow.
I'm not saying that's the case, but with just two small 13t's you're looking at 600-700cfm, which is enough pressure to throw off the tune if the IM is pushing more of that air into 1/3/5..
Wouldn't 1,3,5 run lean since they're flowing more air? 2,4,6 would be the rich ones since they're flowing a good bit less?
 

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Discussion Starter · #13 ·
Wouldn't 1,3,5 run lean since they're flowing more air? 2,4,6 would be the rich ones since they're flowing a good bit less?
I think on a carb. set up that would be true, but your car should take that into account and be tuned differently to work with different flow rates so that they are all similar.

Will
 

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FUNCTION OVER FORM
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We need to get one in, any body want a port job???

Will
Mine is already been done, but someone jump on this so we can see the flow data!
 

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Discussion Starter · #16 ·
Mine is already been done, but someone jump on this so we can see the flow data!
Yeah someone lets go!! Haha:D We would love to see the data as well, and the service is only $199. If there are similar gains to this one too it will be totally worth it!

Will
 

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Yeah someone lets go!! Haha:D We would love to see the data as well, and the service is only $199. If there are similar gains to this one too it will be totally worth it!

Will
^^Find a core and I'll do it...LOL

This along with the BBTB should yield nice results...
 

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yes, sorry, I meant 1/3/5 would run leaner.

But, see, the Genesis 3.8 was never built with the tuner in mind, if it was, it would come with forged internals instead of cast iron.
If the factory tune was made with extra fuel going into 1/3/5 then that would mean that Hyundai acknowledges the design flaw and has then tried to halfass a "fix".
The Tiburons did this too.. the rear bank ran leaner than the front, every blown engine caused by a supercharger had pistons give on the rear cylinders, almost never from the front. Both engines have a design flaw, and the tune which adds more fuel to the rear bank was the "better" tune that helped the engine last longer.

Please note that i'm NOT knocking GS or the product AT ALL.
I truly believe that GS is one of THE BEST vendors on Gencoupe.
I've had them port my IM, and the results are stunning, incredible turn around time, incredible product quality, and best of all, communication was NEVER an issue.
I'd recommend them to anyone looking for a port job, and I would use them again for any/all porting that they do. I just wish they did Cylinder heads :|
 

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Discussion Starter · #19 ·
^^Find a core and I'll do it...LOL

This along with the BBTB should yield nice results...
I have one all finished and done and is ready with the ring removed for an aftermarket turbo!! Its sitting right next to me!!!


Please note that i'm NOT knocking GS or the product AT ALL.
I truly believe that GS is one of THE BEST vendors on Gencoupe.
I've had them port my IM, and the results are stunning, incredible turn around time, incredible product quality, and best of all, communication was NEVER an issue.
I'd recommend them to anyone looking for a port job, and I would use them again for any/all porting that they do. I just wish they did Cylinder heads :|
Hey I totally hear you, I wish we could offer that service right now!

Will:)
 

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I have one all finished and done and is ready with the ring removed for an aftermarket turbo!! Its sitting right next to me!!!




Hey I totally hear you, I wish we could offer that service right now!

Will:)
^^ Ring?! Are you talking about an EM btW? I have the EM, I thought you did Intake flow bench..?

I'm confuzzled...
 
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