let us know how it is....dyno before and after...lets see some gains

 

I knew it was only a matter of time until these things started to pop up. this is the kind of product you DON'T want to buy from a knock-off ebay vendor.

 

IMO That doesn't look Trust worthy

these are quality PArts.V

For instance, this is the Buschur Racing Throtle body,


And this is their Manifold

 

FYI that is not Buschurs manifold, It's AMS' manifold.

 

Ok bushcur is Selling It, My bad. I was in a Hurry, Still Looks better than the EBAY crap.

 

it appears to be a handsome piece. its from Japan, not being a jdm guy, I still don't see why there is so much negativity. Certainly would clean up an engine bay.
If it weren't for the shipping charges it would be a good deal.
Not for me, because I don't see myself running the rpm that high.

 

Looks hella good. What are the gains? I remember buschur said its around a solid 10whp. And another 10whp for the bigger throttle body.

 

something manifold lovers might find interesting. worth the read
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The first is to decide if you want to optimise your induction system for normally aspirated (off boost), or turbocharged operation.

The whole inertia and resonant tuning of an induction system is an attempt to stuff maximum charge density into the cylinder at the instant of inlet valve closing.

By far the most important parameters are induction path flow area and inlet valve closing point. The idea is that flow will continue into the cylinder long after BDC due to the built up inertia of the gas column in the induction runner.

If the runner is too small in flow area, pressure drop will be high and will restrict cylinder filling. Likewise too large an induction runner area will reduce gas velocity and inertia, and also reduce the ram effect. So there will be optimum runner velocity that will set an Rpm where Ve is highest. This is always the biggest single factor that sets where the torque peak will be for any normally aspirated engine.

If you don't believe this, try tuning an intake runner that was only half an inch in diameter for peak power at 9,000 Rpm. It simply will be too small to work, no matter what length you tune it to. An intake runner a foot in diameter would have such a low velocity there would be no gas inertia to tune.

So, there will be a definite relationship between cylinder capacity, induction runner flow area, and an Rpm where the torque and Ve will rise to a normally aspirated peak. You will see this when boring or stroking an engine. The torque peak always moves to a lower Rpm.

It is also possible to tune the runner length so that reflected pressure waves can add to the inertia tuning effect, but it is definitely a secondary effect.

The strongest tuning hump can be obtained by second pulse tuning. That is, the induction tract length is tuned to twice the induction pulsing frequency. With any four stroke engine, fundamental tuning is simply not possible. Second pulse tuning requires a total runner length (open end to intake valve) of 108,000 divided by Rpm.

This can rock the peak torque figure about it's natural centre, or spread the available torque over a wider range, but it cannot compensate for an induction system totally unsuitable in flow area for the application.

Third pulse tuning is also possible, and requires a much more practical induction length, which will be 97,000 divided by Rpm inches. but it will not be as strong a peak as second pulse tuning.

Fourth pulse tuning will be 74,000 divided by Rpm inches.

Fifth pulse tuning is 54,000 divided by Rpm.

The interesting thing is that although the higher order pulse tuning is weaker, the peaks appear closer together. For instance a ten inch runner length in a tunnel ram manifold will have peaks at 5,400 Rpm (5th pulse) and 7,400 Rpm (4th pulse) and might work rather well with a suitable camshaft. Ten inches is also a practical sort of length.

Or you might design a second pulse manifold to peak at 7,714 Rpm. It might be more powerful, but with less midrange torque, and will require a fourteen inch runner which may be difficult.

Anyhow you can tune your engine to have best Ve over any Rpm range you want.

A turbo is a whole lot different. It can produce massive peak induction pressures and flow at almost any Rpm, simply by sizing the turbo. But an induction system optimally tuned for lower Rpm may be very restrictive to the turbo at the top end.

You could decide to optimise the induction system for best torque to aid spoolup, but that will be restrictive at redline. A flat out ***** to the wall turbo race engine designed only for top end power will have massive ports and short runners, and it will probably not gain very much from induction tuning. The turbo provides all the air, and the induction is designed for minimum flat out restriction.

So decide what you want. A good strong and responsive street engine with long runners and sensible cam that is "turbo assisted" at higher Rpm.

Or a genuine turbo race engine that relies entirely on boost pressure to make it go. It will be a slug off boost, but then it is a race engine, right ?

 

Buy it if you want' IMO its a Joke.