The Intake Manifold also was a design from a blank Solid Works page. The
2ZZ is a high revving motor so we chose the route that would complement
the engine properly. To start we knew that we would need to have short
runners and a relatively large plenum. At eight thousand rounds per minute
you need high air velocity! We made sure the runners were smooth as possible to
reduce turbulence in the manifold and ultimately hurt performance. Despite the air
being forced into the cylinders we needed evenly distributed air flow. The goals
were set and engineering was done, the outcome is a one of a kind Intake Manifold
developed solely for our Forced Induction 2ZZ application.

The dyno plot tells you all you need to know about performance:
What it doesn‘t tell you is how we do it and how we make this power while maintaining reliability. The secret: Cooler intake temperatures. Cooler intake temperatures mean a denser intake charge and a denser intake charge means a larger mass of air in the combustion chamber at any given boost level. More air means more horsepower (with the proper control of fuel and ignition timing, of course). Cooler intake temps have the added benefit of reducing the risk of engine damaging detonation.

During testing we saw peak Supercharger outlet temperatures of ~240 deg F being reduced to ~130 deg F under full load. That decrease in intake charge temperature equates to 17% more air in the engine and explains how we get the power we get from the kit on typically what is the same boost pressure as other non-intercooled kits."

The injectors of choice are RC Engineering 440cc Injectors. At our 7 psi we are at XX IDC at our 8500 rpm rev limit. These injectors work well with our kit allowing you to have a very smooth idle quality and superb fuel control throughout the power band.

Upon conception of our Supercharger Kit, we sought the best Engine Management Solution and now we have a great working relationship with CharlieX. Together we have spent countless hours of dialing in the Fuel Map, Ignition Map, Variable Cam Timing Map, etc. After long days and some nights of tuning the car really seemed happiest at about 13.0 afr on the small cam, then at peak torque on the large cam 12.5 afr at peak torque and 11.9 afr at Peak Power. While running it slightly richer than usual we did lose some horsepower but what we gained was reliability as a richer AFR gives you better in cylinder cooling. Simply said less heat, less stress! We use our in house Dynapack Dynometer, in the load based tuning mode. This is great R&D tool to dial the car in properly with its steady state rpm tuning and load ability. Some of the great names in the automotive industry use this dyno like Nascar, TRD, MINE'S those are just a few to start.