Introducing the COBB Tuning AccessPORT for 2008-2010 BMW 135i, 335i and 535i vehicles equipped with the N54 twin turbo engine. The AccessPORT brings hand-held ECU flashing, managing and monitoring convenience to BMW, unleashing untapped power hidden in the ECU with just the push of a button. The AccessPORT lets you quickly reprogram your car’s ECU
with performance-tuned calibrations for instant power gains without any tools, wiring, soldering or downtime. Reprogramming the ECU generates significant power gains while retaining the sophisticated control logic and refined engine response developed by BMW engineers. Simply plug the AccessPORT into your car, install the desired calibration and enjoy the thrill of big gains in torque and horsepower!

The AccessPORT puts control in the hands of the enthusiast. Install the AccessPORT at your convenience in less than 20 minutes from the comfort of your driver seat. The AccessPORT is able to store multiple calibrations, making map switching easy with just the touch of a button in under a minute. Choose from many pre-tuned maps for different levels of modifications
and types of fuels and be ready for any situation. For extreme modifications or maximum power output, our ProTuner network can custom tune your setup on a dyno using our soon to be released BMW AccessTUNER Pro tuning software.

Flashing the ECU for increased performance is just the start of what the AccessPORT is capable of. Set the AccessPORT to Performance mode to capture 0-60MPH times, ¼ Mile times and Trap Speeds. Switch over to Live Data and choose a gauge to monitor, such as; oil temperature, intake air temperature, throttle position, ignition timing, boost, MAF voltage, air/fuel ratio and many more. Select the integrated Data Logging function to record multiple channels of data for up to 10 hours for in-depth performance analysis. Go to Troubleshooting mode to diagnose issues by reading trouble codes and resetting the system once the issues have been resolved. Even configure the AccessPORT as a shift light that _ashes the screen at whatever RPM you choose.

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The AccessPORT from COBB Tuning is the most comprehensive hand-held ECU flashing, managing and monitoring device available for 2008-2010 BMW 135i, 335i and 535i vehicles. Satisfy your hunger for more power and control. Access the potential of your BMW today!

Part Number: AP-BMW-001
Retail Price: $895.00

So a couple months ago I get a call from a friend telling me he’s gonna give his 05 Evo a little update in the power department and at the end of the parts list was the S2 intake manifold.
Uhhh, did I hear a niner in there?  Really, I didn’t even know S2 made a intake manifold for the Evo and we are a Skunk dealer, or maybe I did hear of it, but immediately disregarded it think S2 does Honda’s not Mitu’s.
I have to actually admit I was extremely skeptical the manifold was going to work or work any better than half the others on the market.
Now I definitely wanted to test the manifold and knowing the Mitsu community is picky about their intake manifolds I wanted to make sure the S2 manifold actually worked and where, but there are so many other units out there even if it performed would anyone notice?  Well Evo fans you need to see the results!!!!!

The Design:

First thing I noticed is it’s cast instead of sheet metal.  Cast tends to be more durable and looks better (their casting quality looks nice)  over the age of the car, but it’s usually heavier…can’t always have everything.
The plenum size was substantially larger than the stock manifold but not nearly as large looking as most other aftermarket manifolds. There were no horns/velocity stacks protruding into the plenum instead the runner entry is radiused into the wall bottom wall of the plenum just like another manifold we tested a while back that rocked! The runners looked shorter than stock but longer than any other aftermarket we’ve seen or tested.  Runners also seemed to be more equal than the stock manifold and S2 claims they are the same length but I didn’t measure them as it doesn’t really matter at this point. There is a little port work that could be done at the runner exit to the head but we aren’t going to touch it. I doubt it would make or break anything for this size turbo and i don’t want to skew the test.

Weight for those who care.  Stock Manifold 7.147lbs. and Skunk2 9.059lbs.

The Testing:
I want to emphasize that our goal with testing is to be as fair as possible and performed within a tight time frame. When a part is changed for testing we only mechanically change what is necessary to accommodate the installation and retune the fuel only. Bolting a part on without retuning fuel is not an accurate depiction of the parts capability nor is it always safe for the engine. The boost is turned up to the same level as the baseline unless the curve changes, as this one did, so then we try to overlay them as best we can.

Car: 2005 Evo VIII
Engine: Stock w/ARP Head Studs
Turbo: OE Evo IX w/upgraded actuator
Induction: ARC Induction Box and custom intake pipe
Charged Air Cooling: Used a good FMIC, but custom made the piping for this application
Exhaust: Stock exhaust manifold, True 3” Catback & DP (no cat) and JM Fab O2 Housing (very nice quality piece)
Intake Manifold: Stock (Unmodified)
Throttle Body: Stock
Cams: Kelford 264 in/ex
Fuel: 93octane
Fuel System: Injector Dynamics 1000cc Injectors, AEM Fuel Rail, Walbro 255HP
Ambient Temp:62-65deg F

Stock Intake manifold Installed

Skunk2 Intake Manifold Installed

Graph One:

The dyno graph shocked me a little since I could have expected a top end increase in power with the ability to carry the power a little further in the rpm band and loose a little spool down low.  Yes and no as peak power did go from 352whp to 361whp so 9whp peak-vs.-peak and yes it did carry power a little further.  What shocked me was there was no loss in spool and it made power and torque from 4500rpm on up with a max hp gain of 19whp @ 5200rpm and 18wtq @ 5200rpm.  Now most everyone in the Evo community knows the OE Evo IX turbo is not a large turbo but capable of very respectful numbers.  The fact that we gained 20whp and no spool loss made us extremely ecstatic and eager to test on a larger turbo.

Graph Two:

This next dyno graph we added the S2 Throttle Body.  The throttle didn’t really do much other than smooth out the power band.  It lost a little power from 4200-5600rpm and gained a little from 5600-7100rpm.  We have made over 500whp on the stock throttle so I didn’t expect much, but it did help in certain areas just mainly smoothed everything out.

Graph Three:

Just shows the stock intake manifold & throttle body vs the Skunk2 Intake manifold and throttle body.

Max horsepower gain of 20whp @ 5250rpm and a peak gain of 10whp

Max Torque gain of 18wtq @ 5200rpm which moved to 5900rpm with the S2 throttle.

Final Install Pics:

Fitment:
Unfortunately there were some issues with installation of the manifold and throttle that hopefully S2 will address!
I’ll start with the manifold.  First issue is it is shipped dirty which isn’t so much of an issue as it is just one more thing you need to do before installation. They do put a big sticker on the top telling you to wash it, but what about the big aluminum burr remaining from machining I had to grind off inside.  The sticker doesn’t tell me to clean and deburr nor does everyone have a grinder suited for the job. I feel cleaning should be done for the customer and without question all burrs should be removed!

Second issue was there was no true PCV line hookup.  Yes you can easily take a wrench and flip over the fitting in the valve cover 180deg to send it over to one of the 90deg lines on top of the intake manifold.  The fitting in the valve cover is just pressed in and easily moves with a little pressure from a wrench.  The problem I found was not everyone wants to dump their crank case lines to the atmosphere so a little more clarity for the novice would be better, but this still leaves me a little frustrated! The other 90deg hard line on top of the manifold facing the firewall is intended for the emissions system associated with the fuel tank vent and the EGR yet there are no threaded provisions for the solenoids to be bolted back on the manifold. Yes 99.9% of Evo owners want to delete this system for weight, simplicity, and a cleaner intake manifold so just delete the two 90deg hard lines on top of the manifold and give us two more threaded NPT holes.  This eliminates the installer from trying to come up with a hose combination that will include this larger hard line or the use of vacuum caps that tend to dry rot, crack and eventually leak.  A threaded NPT hole allows the use of a plug or any other size fitting so we can use it for what we want.  I thought of ripping out the hard line but instead I looped it to the back with a vacuum line so I didn’t have to use a vacuum cap.  Either that or allow the complete emissions system to be reinstalled. I could have removed the hard line, drilled, tapped, and screwed in a plug, however I already cleaned and hard mounted the manifold to the head before I realized this issue so at that point you could forget removing it!

Third issue was the fuel rail spacing for the injectors was 1/8” off.  Not sure if the stock injectors have the same issue but who is using stock injectors at this point? Never had a problem with spacing for the same injectors on the stock intake manifold but a few washers (not normal practice for me) fixed the issue, but this made for problem number four…

Fourth issue was the unbarbed vacuum nipple on runner four was now literally underneath the stock fuel return line to the point I had to remove the entire factory fuel return line and run new line with different clamps.  Not a huge deal but just frustrating and one more thing.

Fifth issue was this manifold was not intended for use with the stock throttle body. This is not the precise fit they claimed! The two vacuum nipples intended for emissions use run into the entry flange surface.  They barley hit so if you force the throttle on it will seal but barley. It leaves just enough room for a hose to slipped on to loop the two nipples.  Just a little machined recess would have fixed it.  Then to top it off the throttle pulley has a metal piece that sticks out hitting the same entry flange that limited the throttle to 91%.  Another machined recess would have fixed it. With the S2 throttle body there is no issue here, but not everyone wants both the throttle body and manifold. Kinda two issues in one but related to the same part.

Throttle Issue Pics:

Sixth issue was the supplied dip stick tube. The supplied o-ring was way too loose and would have been severed before the tube went into the block.  Just swapped over the factory o-ring and was back in business, but this left me with a tube that in no way was bent or angled properly to bolt to the intake manifold.  Had to bend and tweak the bracket to bolt it down and then it was still under the strut bar.  A little more time in the engineering department and no bending,  no tweaking,  and no o-ring issue with proper strut tower clearance would have been achieved!   Still two issues in one but of same relation.

Seventh issue is the manifold sits further towards the firewall.   The stock intercooler piping would more than likely make it that far but those with hard piping and recirced bov’s will need to modify their setups. Not really an issue if you know ahead of time…so now you know.

The last issue was with the S2 throttle body itself.  This throttle has come a long way but still has two issues that need addressed. First they supply hardware for everything, but the idle air control motor so rational thinking would tell you to just try using the hardware from the stock throttle body.  You can use it but it bottoms out before the IAC is secure and these are not strong bolts so if you didn’t know about this I’m sure you’ll just break off the bolt (as I did) the first time.  A washer under each bolt fixes the issue, but just a little more thread in the hole would have fixed everything… uhhh, not sure that couldn’t be turned into a sexual innuendo!
Second issue is the damn idle set screw that eventually falls out and has happened to several of our customers already. Old school fix is silicone the hole shut after the idle is adjusted but you really shouldn’t have to do this.

Consensus:

I loved the way it performed but it needs a little more thought on the engineering table and I think this will end up becoming the best intake manifold for the money (Retails for $524) on the Evo VIII / IX platforms.  Pending some larger turbo testing which we will be looking at doing soon I’m recommending this manifold from this point on. We are always looking for more power for the smaller turbo guys, so look no further.
I still can’t believe the results on a stock IX turbo.

Thanks for reading.

Forge Recirc Valve vs Subaru OE Recirc Valve Dyno Test by Pure Tuning.

We still get Subaru WRX / STI owners today that say “the original equipment turbo recirc valve is adequate for any turbo or boost level so why should I change it”. What a better way to prove if this was true or not then on a stock car.
For this test the valve in question is the Forge Motorsport Recirc valve that sells for around $170. This is a direct bolt on replacement valve that uses the adapter from the OE valve to recirculate the exhaled air back to the induction hose.
The car tested was a bone stock 06 STI with mid 20k on the odometer. Looking at the dynograph you can see the difference in power before peak boost is reached at 3800rpm. The OE valve hangs open a little which is primarily for smooth transition between shifts so where this is great for Granny it’s not what we are after. The Forge valve shuts immediately giving the engine all the boost and air volume as the turbo is providing it. The peak number didn’t change as the target boost is the same but the increase in boost pressure below 3800rpm netted 10whp at 3270rpm and 17ft/lbs at 3300rpm.

That is defiantly usable everyday performance!

This was a great opportunity to test two turbos and find out which came out on top. To read the full article click on the link below the gallery.

The car is a 2004 Subaru WRX with a built 2.5L STI short-block and when the customer brought us the car for tuning we noticed the PTE-6262 (non ball bearing) turbo was a little laggy. Boost came up around 4800rpm to 25psi making 408whp by 6300rpm. Power was good but overall performance had a little to be desired! The customer decided the turbo needed to come on much sooner with sacrificing as little as possible up top so we came to a consensus that the Borg S256 would be the best solution.
The up-pipe and downpipe were remade since the PTE turbo had almost nothing in common with the Borg turbo other than the turbine footprint. Turbo oil feed and return lines were re-plumbed along with the wastegate dump tube (didn’t even have one before), some new hardware and we were ready for the dyno.
We were expecting better-spool but instead of better we ended up with ultra-spool!!! The S256 (still a non ball bearing) came in around 3200rpm to 24psi delivering 1600rpm of increased powerband and making peak power of 379whp@6000rpm. Yes the car lost 29whp peak but gained 154whp@3500rpm and 210ft/lbs@3200rpm. The Bullseye Power .55ar stainless turbine housing made better use of the exhaust energy contributing the huge improvement in turbo spool and response. The 29whp peak we lost was almost unnoticeable and is partially attributed to the almost one less pound of boost and the increase in heat from the longer duration in boost as the intercooler was unable to keep the temps down by redline.

Just for reference as some people have asked…All STI’s are tested in 4th gear and since this WRX also had an STI gearbox 4th gear was used.

The Borg S256 provided the customer with exactly what he was looking for making this WRX an insane sleeper.

Which turbo won this test is up to you, but I’m sure everyone knows who we would say won.

PURE TUNING Dyno Day Saturday Sept 26th.

REGISTRATION IS FULL

We love having our dyno day at the end of the season when the weather is a little cooler and everyone has had a full summer to play with their cars. So before you put it away for the season you can find out if your money spent this season netted any whp.

This year we are going to do a preregister & prepay. Years past it was first come first serve which equaled chaos and a very long day.
There will be 20 spots available with four on fence in case of cancellations or if there is time at the end of the day for a few more cars.

Once registration is full we will post an itinerary for the day based on drivetrain layout. Grouping cars together with the same layout will speed things up greatly.

The day Starts at 10am and ends when we are done but we close at 7pm.

Our Dyno:
Mustang AWD-1100-SE

The cost will be:
$45 2WD
$55 AWD
Runs include wideband sniffer and boost hookup.
NO TUNING!
Drag slicks or wrinkle walls are permitted, but will be ran at higher pressures to prevent failure.

Cars will get 2-3 pulls depending on the car with 3 pulls max. Minor changes will be aloud so vehicle owners can see the comparisons.
Changes must me made in a quick effective manor so not to impede on others dyno time.

Any other questions please feel free to ask.

Payments can be sent via paypal to aaron@pure-tuning.com .
You can also call our shop to submit payment via credit card 419-474-7992 or visit our website at http://www.pure-tuning.com .
Please include your vehicle info and email used for contact.

RUN ORDER / Preregistration List:
RWD (Starts at 10am)
1.Vector – 03 Cobra (payment still needed)
2.Fordguy545 – 88 Ford Thunderbird (paid)
3.Psycho – Viper (payment still needed)
4.JTS – 07 Mustang (paid)
5.Wilkins – Trans Am (paid)
6.enjoyrth – Z31 300ZX Turbo (paid)
7.Tylinski – 09 Shelby Cobra (paid)
8.TWarnke – 1967 Mercury Cyclone (paid)
9.Propaneguy – 1984 F-150 (paid)
10.Balrock01 – 2010 Camaro (paid)
AWD (Should arrive between 2-3pm)
11.Balrock01 – Legacy GT (paid)
12.Casopolis – Legacy GT SpecB (paid)
13.Rawlins – 2002 WRX (paid)
14.Mitsu_matt – DSM AWD (paid)
FWD (Should arrive no later than 4pm)
15.Gorman – 91 VW GTI (paid)
16.ehancock – 04 Focus (paid)
17.austin.c – 00 Celica GT-S (paid)
18.jmarks – 2000 Cavalier (payment still needed)
19.Henry_B – 09 Civic Si (paid)
20.Rawlins – 1990 Civic Si (paid)

This is the run order which is not set in stone even though we would like to follow it as close as possible. If you miss your slot and we are still on that drivetrain layout we can just insert you before the next group starts. If the next group has already started we will wait till the very end to switch things back around, but we will get your car on the dyno.

We do understand not wanting to bring toys out in the rain.
To solve this problem those who prepaid and don’t want to drive their car in the rain (if it does rain) can reschedule for a different day without any increased cost. Refunds will not be given after Wednesday and this offer is only for those who prepaid.
We know this will be a minor inconvenience to those deterred from the rain. The upside is a private 3 run dyno session will allow more time in between runs for changes making things much less stressful & rushed.
This also applies to those with mechanical issues who prepaid.

Thanks,
Keith

This comparison was done to show the difference in the OEM turbo options and a good initial upgrade for the EvoVIII and IX. The CT9A chasssis came with a few different turbo configurations with a large improvement in 2006 with EvoIX the MHI-9-Turbo. Shortly after the 9-Turbo release Forced Performance took it another step furthur by offering their 9-Green Model using the 9-Turbo housings making it a direct bolt-on upgrade.

MHI Evo VIII (8-Turbo) used in test:
TD05HRA-16G6-10.5T / approx. 580cfm (unofficial flow rating)

MHI Evo IX (9-Turbo)
TD05HRA-16G6C-10.5T / approx. 610cfm (unofficial flow rating)
The 9-Turbo came with a few improvements over the 8-Turbo for 2006 when it was released making it the largest Mitsubishi turbo used on the 4G63.

MHI 9-Turbo Improvements:
- Larger Compressor Cover w/increased A/R
- Large 10.5cm2 Hotside (single flapper)
- Improve actuator design

FP-Green:
A hybrid turbocharger made by Forced Performance useing the new developments by MHI (Mitsubishi Heavy Industries) and stuck a larger compressor and turbine wheel in it increasing the flow to around approx. 660cfm. They do rate the turbo at 700cfm, but from what we have tested it seems to fall a little short of those numbers.

1st Graph Evo VIII w/FP-Green vs Evo IX w/Stock Turbo
Run 1:
Evo IX w/ Stock Turbo
Stock Motor w/Cosworth Cams
Stock Intake Manifold
Stock ECU tuned by Pure Tuning
Stock Throttle Body
No Porting on anything
Peak Boost: 26.6psi
Fuel: 100oct

Run 2:
03 Evo VIII w/ FP-Green
Stock Motor w/HKS Cams
Magnus SIM wo/ Velocity Stacks
AEM EMS (no MAF) tuned by Pure Tuning
Stock Throttle Body
No Porting on anything
Peak Boost: 26.3psi
Fuel: 110oct

All the customers that have come in with the FP-Green all run higher boost levels (over 25psi) so I don’t have a great depiction of a lower boost level FP-Green.

So yes the Evo IX has variable timing, but the Evo VIII does have an AEM without the MAF and a Magnus SIM that we have shown to make more power than the stock intake manifold toward the last third of the powerband.  The Evo VIII was also running 4psi more by redline than the EvoIX.  I don’t think there will be any arguments here.

I also want to add that the FP-Green will never spool faster or the same as a 9-Turbo or 8-Turbo as I have seen some people state that it will. I can assure you it won’t!

Graph2 Evo IX w/Stock Turbo vs Evo IX w/FP Green
Run 1:
Evo IX w/ Stock Turbo
Stock Motor w/Cosworth Cams
Stock Intake Manifold
Stock ECU tuned by Pure Tuning
Stock Throttle Body
No Porting on anything
Peak Boost: 26.6psi
Fuel: 100oct

Run 2:
Evo IX w/ FP-Green
Stock Motor w/ Cams (can’t remember at this moment which ones)
Stock Intake Manifold
Stock ECU tuned by Pure Tuning
Amplified Ignition
Peak Boost: 27.1psi
Fuel: E85

You can see in this graph there is a substantial improvement in power from 4000-6300rpm, but because the FP-Green equipped Evo9 is running E85 it will naturally make a little more power.  The fuel choice isn’t all the increase but is defiantly some of it.  The Fp-Green equipped Evo is also running slightly higher boost which can also contribute to some power increase.
I would say the FP-green is worth some power over the MHI-Evo9 Turbo, but not enough to justify its expense.
Evo VIII owners should consider the FP-Green as a substantial improvement over the 8-Turbo, but not over the 9_turbo. I would say the next turbo upgrade past a Evo9 Turbo would be the FP-Red if staying with a factory based bolt-on turbo, but I would jump into a Twinscroll BorgWarner S200 or Garrett 30R getting the spool of an FP-Green but the power of exactly what was used.

Graph 3:  Evo VIII with 8-Turbo (10.5) vs 9-Turbo
05 Evo VIII
Stock Motor
Stock ECU
Stock Intake Manifold
24psi
93oct

This is a direct comparison of the MHI 8-Turbo vs the MHI 9-Turbo at the same boost on the same car.

Thanks for reading.

First things first… The point of reference will be the Magnus Street Intake Manifold (MSIM) which was on the car originally when we finished the new turbo setup. The MSIM had been on the car for 3-4yrs already so we used it for the build

However, we were looking for more on the existing setup and needed a new intake manifold to take better advantage of the turbo and headwork.

First will be the dyno graph of the MSIM. This is the manifold without the velocity stacks.

Test were performed on our Mustang Dynamometer MD-1100-AWD-SE.

All Manifolds A/F’s were tuned for a true comparison.

Magnus Street Intake Manifold

Car: 2003 Evo 8
Engine: Pure Stage3 2.0L w/ Pure Spec-C Cylinder Head
Fuel: 93 octane
Turbo: Borg Warner S259
Intake Manifold: Magnus (Street)
Throttle Body: OE Knife Edged and Radiused
Cams: HKS 272
Max Boost: 23psi
Atmospheric Temp: 76Deg
Relative Humidity: 5.7%

I also decided to weigh the manifolds with all fittings. I didn’t feel it was fair without since the stock OE intake manifolds are pressed in. The MSIM cam in at 2519.6grams which is 5.56lbs.

Next:
Magnus V5 Intake Manifold Dyno Test

The graph shows the Magnus Street vs the Magnus V5. Nothing else mechanical was changed for this test other than the length of the upper intercooler pipe to accommodate the intake manifold. Past 6000rpm the M-V5 did exactly what we wanted.

Car: 2003 Evo 8
Engine: Pure Stage3 2.0L w/ Pure Spec-C Cylinder Head
Fuel: 93 octane
Turbo: Borg Warner S259
Intake Manifold: Magnus V5
Throttle Body: OE Knife Edged and Radiused
Cams: HKS 272
Max Boost: 23psi
Atmospheric Temp: 59Deg
Relative Humidity: 0%

Peak Gain of 20.8whp over the older Magnus Manifold!

The Magnus V5 was the heaviest at 3988.8grams / 8.79lbs.

Next:
OE Intake Manifold Unported

We decided to do this test because everyone seems to think the stock intake manifold is better than the older Magnus manifolds.
The stock intake manifold was not ported or modified in any way that would affect power. This was done for a true off the shelf comparison since porting can induce inconsistencies depending on who does it and how it is done.
The SIM’s A/F were tuned to match both Magnus intake manifolds so this could be as true of a comparison as possible. The ambient air temps were much cooler than the day we tested the MSIM by 16degs with a little better humidity also. The graphs posted always use the SAE correction factor so we can try to make up for the temperature discrepancy, so take it for what it’s worth.

So before anyone comments on it…
The boost maximums shown on the dyno graph are just that. The maximum reading is from the initial boost spike at 4300-4550 depending on which graph you are looking at. Once past that initial hump the boost settles in and maintains the mid 23psi curve to redline as you can tell from the 24psi x-axis point.

The test yielded some interesting results. Spool up was increased by a consistent 150rpm making peak boost by 4400rpm instead of 4550rpm. There was a peak gain of 15whp around 5200rpm with a solid whp improvement from 4800rpm to 5400rpm. There is a slight increase in power at 5900rpm and from 65-6800rpm which is directly correlated to the increase in boost at those points if you look at the boost mapping. After 6900rpm the SIM looses it’s ass with a peak loss of 17whp at 7600rpm.

Without adjusting the cams or porting the SIM, the diff in ambient temp, and the diff in weight between the two manifolds the Magnus Street Intake Manifold wins without question. I however would probably still stay with the SIM for the spool and the mid-range power.

The graph shows the Magnus Street vs OE Stock Intake Manifold. Nothing else mechanical was changed for this test other than the length of the upper intercooler pipe to accommodate the intake manifold.

Car: 2003 Evo 8
Engine: Pure Stage3 2.0L w/ Pure Spec-C Cylinder Head
Fuel: 93 octane
Turbo: Borg Warner S259 / Open T3 .55ar Stainless Turbine Housing
Intake Manifold: OE Unported
Throttle Body: OE Knife Edged and Radiused
Cams: HKS 272
Max Boost: 23psi
Atmospheric Temp: 60Deg
Relative Humidity: 0%

The OE Intake Manifold was the mid-weight at 3242.2 / 7.15lbs.

Last a graph of all three overlapping each other.
Magnus V5 with a peak gain of 20.8whp / 15ftlbs. over the Magnus SIM
Magnus V5 with a peak gain of 37whp / 27ftlbs over the OE Intake Manifold
Magnus SIM with a peak gain of 17 whp / 12ftlbs. over the OE Intake Manifold
OE Intake Manifold with 150rpm better spool and 15whp / 14ftlbs. at 5200rpm over both Magnus Manifolds.

Thanks for viewing.