Logan Motorsports 2V Intake Manifold

April 10, 2008 | Press Releases

We here at Logan Motorsports, like many 2V enthusiasts, were very frustrated by the lack of hardcore parts for the 2V cars. The 2V cars always felt very good down low, but we all know that once the tach needle swings past 5000, the situation becomes bleak. The stock intake manifold is to be blamed for a large part of this, yet very few options are available at this time. The manifolds that are available generally increase power, but don’t fundamentally change the 2V’s low revving nature. Previous attempts at making higher rpm intakes seemed promising, but often resulted in less than promising real world performance. Deciding to make a manifold is easy, but actually doing it is much harder.

The Logan Motorsports 2V intake took a lot of time to perfect, going through 3 very major design revisions, and countless small changes. Even after prototyping and testing was complete, we decided to hand make them out of aluminum to offer customers different options, such as various configurations for naturally aspirated and supercharged cars. Although the intake may seem like a race-only special with exposed welds and sheet metal construction, it was very much designed for street use. It incorporates very thick 1.25” flanges to prevent warping, as well as 1/8” 6061 construction throughout.

 

 

 

Dyno testing was conducted on what we felt was the type of car most likely to end up with an aftermarket manifold. Instead of using a blower car to produce brag-worthy numbers, we decided to see if we could meet the challenge of making it work on a naturally aspirated combination. The test car is Jason Epstein’s ’98 GT with a NPI to PI conversion. The engine has a stock stroke with a .020 bore, mildly ported heads, Comp 278’s, Hooker headers, and a Borla exhaust. Baseline testing was conducted with the stock plastic PI intake and an Accufab 75mm throttle body and elbow. Again, we felt that testing vs. a stock throttle body and elbow would be unfair, even though this would have produced more impressive numbers.

Tuning was handled in house on our Dynapack dyno, and air-fuel ratios were kept around 12.9-13.0 for all tests. It should be noted that the intake change was such a dramatic alteration from stock that tuning was needed to make the car run perfectly. Looking at the graph you can see that the stock plastic intake with the Accufab setup made 310 rwhp and 321 lb-ft of torque. Taking a look at the graph, peak horsepower arrives at only 5600-5700 rpm, and falls off pretty dramatically afterwards. Midrange torque was quite good, and more than likely that is what the intake was designed for. After switching to our intake, Jason’s car made 328 rwhp and 315 lb-ft of torque. There were some torque losses in the middle, and the peak to peak loss was 6lb-ft. The gains were substantially larger than the losses however, with a peak to peak gain of 18 rwhp! Notice how much longer the power hangs on, with peak power arriving at a much later 6200 rpm, and at 6500 rpm the intake made 33 more rwhp than the stock intake! We made subsequent pulls to 6700 rpm, at which point the Logan Motorsports intake was making 312 rwhp, more than the stock intake ever made! We had also managed to minimize the low rpm losses, and actually exceeded the plastic intake around 2500 rpm.

Montgomery Ragland actually bought the very first finished manifold we made. He has a twin turbo 2V that was running 6.40’s - 6.50’s in the eighth. The car is street driven regularly, and weighs over 3800lbs in race trim. It still has a heater, AC, power steering, radio, etc. He had tried aftermarket manifolds before, and had always gone slower than his extrude-honed Bullitt intake. This is what he has to say:

“For the other intakes out there, I’ve had the most luck with the Bullitt until you graced me with this fine piece of craftsmanship The Logan Intake. We never got a chance to dyno the car, as the motor is coming out and there aren’t any good dynos near me. I’m willing to say that for my application I don’t really need a dyno; I’ve dynoed the Reichard in the past on a different engine combo and it showed a 55hp increase over the Bullitt. At the track where it mattered the car backed up .6 sec and about 4mph. I snatched it right off at the track after about 5 passes, reinstalled the bullitt and found the .6 and 4mph that was missing.

With the Logan intake on board, I have not been able to find anywhere that I have lost. I have only gained from the installation of it. With the switch, off the trailer on low boost it ran number for number with the Bullitt. But once the boost was upped to the limitations of the Bullitt major gains were realized. On the Logan intake I am pretty much able to run 3-4# less boost and still see a 2-3 tenth increase over the Bullitt intake. Over the winter we are making some major changes to find the limitations of the 4.6L, and the Logan intake will be on board the whole way.”

This is what Jason Epstein, modularmisfits.com co-owner and co-founder, has to say about our manifold:

“I don’t care what the dyno says; it feels like a completely different car!”

DeWayne Logan
www.loganmotorsports.com
Logan Motorsports
630-531-0897