K4fxd
Well-Known Member
If they are stock I wouldn't worry, it's only the aftermarket gears that need periodic inspection/replacement.Ill pull mine out and check on them. They only have 10k miles on them.
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If they are stock I wouldn't worry, it's only the aftermarket gears that need periodic inspection/replacement.Ill pull mine out and check on them. They only have 10k miles on them.
You must have missed this. Math don't lie. I'll quote my previous post. Avg power wins the race.Ergo, stick with the stock 2018+ Manifold
You don't see very well do you? The CJ blows them all away if HP is what you are after. Another thing about these "manifold shootouts" is they are based off a 2018 manifold tune. The CJ has higher AVG power from 6000 to 8000 RPM where they stopped the test.
Below 6000 RPM the CJ only gives up power from 4500 to 5100 RPM
In the normal street ranges they are equal. Add a good tune with the CJ and smile for days.
Intake: Peak HP: Peak TQ: Av. HP: Av. TQ: PN: 2018 549.8 472.1 438.3 441.5 JR3Z-9424-A Cobra Jet 545.5 468.7 466.8 432.1 M-9424-M50CJA Boss 302 531.2 461.0 430.0 433.7 M-9424-M50BR
They are upgraded. My car has 110k miles lmao. I replaced them at 100kIf they are stock I wouldn't worry, it's only the aftermarket gears that need periodic inspection/replacement.
Test shows the cobra jet making more power over the rpm band, especially up top. Trust me there is a reason every one who builds an N/A coyote uses a cobra jet. Especially when doing other upgrades and adding cams.Ergo, stick with the stock 2018+ Manifold
the oil pump was removed from the crank and is now belt driven (with a wet belt that has no service interval) living in the pan itself, i think.As far as I understand there were no changes to the 2022 motor. Am I wrong?
You're not making power past 7400 though, you're fallin off hard. Yeah some over-rev is faster to keep you in the meat of the powerband but not that extremeoh, btw, my car with +18 mani is shifting around 7800-7900 and was $350
Yeah the dyno charts are deceptive. In reality, they're all faster than stock Gen III. Boss, gt350, cobrajet. All faster on track. Gen III is great for a stock car but that's about itI thought I had seen something like this. Good find, sir.
...So it looks like none of the manifolds they tested were an improvement over the stock Gen III Coyote.
Might be tough, the twin throttlebody deal isn't like the twin barrel cobrajet stuff. It's fully separate throttlebodies with their own individual connectors/wiring. Could likely split the signal though would likely have to scale pedal input down to make it driveable. Then there's also MAF concerns.I think you should wait and find out what the S650 intake can do for you. I expect it will be an improvement if it can be fitted to the older cars. And the twin intakes will look cool as well.
To use it on a 2 or 3 gen would probably need to make an adapter to use one TB.It's fully separate throttlebodies with their own individual connectors/wiring.
Option #4 LtH w/cats (your going to have a hard time finding someone to tune w/o cats), axle back, CAI, and E tune. Then OPG and a boost.Car is a gen3 manual.
Mods are Wheels & Tires, Longtubes without cats, xpipe and catback, aftermarket air intake using stock airbox + tune.
(No idea on RWHP yet, goes on the dyno this Friday to get some baseline numbers before I do one of the next 3 mods)
I have about 4k budget on my next performance mod. (a little more if needed)
On the mods I'm considering, I would have a shop do the install, so the money must cover parts & labor.
I'm considering these 3 options.
Option #1: I was thinking about the new CJ intake manifold + supporting mods/parts & tune.
Option #2: Cams, OPG, cam sprocket & tune.
Option #3: Nitrous kit & tune.
I'm assuming that 4-5k is enough to cover parts & labor on any of the 3 options.
Would the CJ intake +required supported mods make more than the cams?
And for 4k could you get a nice nitrous quality nitrous kit?
Basically I can't make up my mind, and I need to spend my money before my wife wants to buy something.
meaning you are staying on peak power after every shift…You're not making power past 7400 though, you're fallin off hard. Yeah some over-rev is faster to keep you in the meat of the powerband but not that extreme
Having no cats in my area isn't a big deal.Option #4 LtH w/cats (your going to have a hard time finding someone to tune w/o cats), axle back, CAI, and E tune. Then OPG and a boost.
Here either, getting someone to tune a catless car with all the fines the EPA is handing out changes the ability to get a tune. Check with your tuner before you buy catless headers.Having no cats in my area isn't a big deal.
They will tune it, just won't turn off the check engine lightHere either, getting someone to tune a catless car with all the fines the EPA is handing out.
Yeah but going too far with it like you reduces averagemeaning you are staying on peak power after every shift…
Would probably be some weird Ypipe thing if they do. Will be interesting to seeTo use it on a 2 or 3 gen would probably need to make an adapter to use one TB.
Maybe the aftermarket will design a twin TB that fits it using one motor.
Good points and I agree. You would probably want to go to an aftermarket ECU or a tune on a S650 ECU (lots of assumptions there).Might be tough, the twin throttlebody deal isn't like the twin barrel cobrajet stuff. It's fully separate throttlebodies with their own individual connectors/wiring. Could likely split the signal though would likely have to scale pedal input down to make it driveable. Then there's also MAF concerns.
Those might be ways to make it work as well.To use it on a 2 or 3 gen would probably need to make an adapter to use one TB.
Maybe the aftermarket will design a twin TB that fits it using one motor.