Pre-order now for $700!
If you’ve been around long enough, you remember when Magnus brought affordable 4 cylinder intake manifolds to the mass market. That was 12 years ago. From our humble beginnings of hacking up and reworking stock manifolds, to our signature tapered plenum sheetmetal offerings, our designs continue to be improved and refined. Since our first designs, we have constantly pushed the envelope of 4 cylinder engine technology, particularly intake manifold design, to performance levels we never dreamed would be possible when we first started down this road. The latest generation sheetmetal Magnus intake manifold is on its 8th revision, and each change performed better than the previous version. How did we do it? Through constant research, advanced airflow studies, reinvestment in new technologies, and most of all, through racing. We race what we sell, we sell what we race – and our stuff wins. We don’t just videotape our test runs, we compete at the highest levels of motorsports where “second best” isn’t good enough to take home the win.
Improving ‘The Original’
Magnus broke new ground with our revolutionary cast EVO V5 manifold. Casting allows subtle changes to the interior profile of the manifold nearly impossible to duplicate with a welded-up manifold – subtle changes that make huge differences to the way the air flows through the manifold. The Magnus EVO V5 rewrote the rules for making big power on the EVO platform.
No sooner did we release the EVO V5 than customers started demanding a version for 1G DSMs. We listened. We took what we learned from the development of the EVO V5 and applied those lessons to the 1G DSM. The results will astound you.
The genesis of this project was as a design exercise to extract even more power from the world’s most powerful Mitsubishi Eclipse. Magnus is proud to be the engine builder for Brent Rau’s Eclipse, which has been smashing records since 2006 as the first 6 second, 4 cylinder door slammer. Brent’s Magnus powered machine develops an estimated 1500hp depending on which configuration he is running, and it is has proven time and time again to be the fastest 4 cylinder drag motor in the world. Maxing out the turbocharger at 96psi – that’s not a typo, that’s ninety-six PSI of boost, we decided to see if there was any way to make more power through an intake manifold redesign.
Research + Development
Using the EVO V5 intake manifold as a starting point, we used advanced airflow design technology to match the intake manifold to the 1G DSM head. The 1G cylinder head has unusually large intake ports, originally designed to support a variable runner length inlet manifold design used for a short time in the early 1990s. Conventional wisdom holds that these ports are too big, yet numerous tests and comparisons through our research have proved quite the opposite if you are trying to make big power. The large ports are well suited to the flow requirements of the increased mass and density of the air charge needed to achieve in excess of 1000 horsepower. High horsepower cars require a large volume of fuel (especially in alcohol applications) and the oversize ports in the 1G allow superior inertial supercharging effects. The increased popularity of alcohol in the last few years constantly steered us in the direction of the fat 1G ports. If you want to build the world’s baddest 4G63 motor, all the numbers and the evidence gained through years of racing points in the direction of the 1G head.
With that being the case, the intake manifold needs to be optimized to feed these flow-hungry ports. Using advanced computer modeling techniques and after 7 iterations, we finally achieved the design we were looking for. From 20 PSI to 100 PSI. and from 40 lbs of airflow to 160lbs of airflow, the new 1G V3 cast manifold has equal flow distribution within 1 percent in each cylinder. That’s something none of the competition can even approach. In addition to unmatched flow distribution, the 1G V3 manifold offers reduced restriction and increased flow compared to all our previous designs.
This reduced restriction and increased flow brought with it some great results in our test vehicles. Keep in mind it is very difficult to find any DSM’s out there with a stock manifold. We tested the V3 against other brands and it beat them all. We’ve seen anywhere from 35 to 75 hp in the mid-range with increased spool of up to 400 rpm, top end gains are anywhere from 20 to 80 hp . The reduction in spool time is by far the best benefit. Imagine not having to buy that new exhaust housing to get the powerband you need? People who have driven the new manifold comment on how the power now hits as hard as a“ 50 shot”. The testing really opened our eyes as to how much power we were leaving on the table. Don’t settle get the very best.
With the prototype built, now we had to test it. Keep in mind it is very difficult to find any DSMs out there with a stock manifold, so we tested the new 1G V3 against a variety of other aftermarket intake manifolds – and it beat them all. We’ve seen power improvements anywhere from 35 to 75 hp in the mid-range with faster spool of up to 400 rpm; top end gains range from 20 to 80 HP . The reduction in spool time is by far the best benefit – imagine not having to buy that new exhaust housing to get the powerband you need? People who have driven the new manifold comment on how the power “now hits as hard as a 50 shot of nitrous”. The testing really opened our eyes as to how much power was being left on the table with sub-optimal manifold designs.
Here are some results from John Wigger’s 1000hp monster. We asked John if he wanted to test his old Magnus Race up against the new Magnus cast V3. We selected him for testing because we knew he would provide an unbiased opinion and he would let us know if he didn’t like it or if it didn’t work as expected. John’s car is unique because it has performed dyno runs from 20 psi all the way up to 50 psi on the same Dynojet chassis dyno, and he has made over 1000 hp. This would make a great testbed because he has so much data from so many different configurations that he’d know in a heartbeat if the manifold worked.
‘First pull here is 21-22psi very low timing and very fat, mid 10s on both runs.’ JW
“ …for comparison … both settled at 38psi but the old manifold somehow spiked to 40psi then settles to 38 hence the high spot when it hit peak boost. Roughly 70hp gain and again came on sooner. Just for comparison the new manifold made 808hp at 35psi 3 psi less than the old and the same power.” JW
Jose Tremols and Siguel Racing
‘7.62 @ 173 mph was our new record with the intake manifold. On the dyno35 hp gains in the midrange and 20 hp up top. This is with the New Magnus V3 Cast vs our old intake manifold from a different company. The power was way more than we expected, It helped with our 60ft, and it helped with our fuel distribution issues. The car no longer needs injector trimming from cylinder to cylinder and the EGT’s are all even. This has helped the engine reliability in a big way. Watch out for some 6’s in the near future.’ JT
No two DSMs are the same, and Magnus helps you use the parts you already have. Accordingly, we make the cast V3 manifold in a number of different throttle body and injector configurations:
- Large throttle flange on Manifold with stock throttle body adapter plate (Like V5) add $40
- Nissan Q45
- Mustang 75mm to 90 mm Early (Wilson’s, Holley Accufab etc.)
- Mustang 100mm + Early (Wilson’s)
- RWD (plenum is reversed so the Magnus logo is still on top)
- Secondary fuel injectors bosses add $200
- Black powdercoat with shaved logo (TBA)
The Pre-release Deal
Pre-order now and get it for $700!
We’re proud of our new addition to our family of race-proven intake manifolds. The new for 2011 V3 Cast 1G DSM Intake Manifold has exceeded our expectations of quality, fitment and performance. Backed by our lifetime guarantee, the new V3 is sure to please both the weekend warrior and hardened drag enthusiast.
MSRP for our new baby is $824.99
Because initial quantities are limited, and because we are so proud of this we want to celebrate a little, we are holding a limited-time pre-release sale! If you pre-order a V3 directly from Magnus Motorsports, we’ll drop the price to $700. That’s a $125 savings!
A 50% deposit will be required at the time of order and we estimate a 4 to 6 week delivery date.
But we can do better than that:
Also for a limited time we are offering additional rebates towards your purchase with credits of more than $250!! Firstly, if you pre-order Magnus will custom configure your throttle body flange to whichever throttle body size you want at no extra charge. On top of that, if you qualify, you can choose one of these additional rebate packages:
REBATE 1 – If you’ve purchased a Magnus Street or Race Series DSM Manifold within the last 6 months, we’ll take additional 10% off of the pre-order price.
REBATE 2 - Are you upgrading from an aftermarket intake manifold to our V3 Cast Intake? If so, send us your used intake (ANY manufacturer other than OE) and we will put a credit towards your order. Credited intake manifolds will vary from $100 to $200 depending on the condition and quality of the unit returned.
Don’t forget, we don’t just build intake manifolds! Don’t hesitate to ask about bundled packages with our custom DSM Fuel Rails, Large Bore Throttle Body kits, Fuel Injectors and Fuel Pressure Regulator kits!
Terms and Conditions of the Pre-Order Offer
- Deposits of 50% will be required at time of pre-order.
- This pre-sale is currently offered exclusively from Magnus Motorsports.
- Shipping costs may vary. Please contact us for an accurate shipping quote to your location.
- Rebate 1 – Any Magnus Intakes purchased through other vendors will still be honored for the rebate but proof of purchase may be required. The 10% discount offered does not apply to your initial down payment.
- Rebate 2 – Any intake manifold sent in for rebate must be shipped USPS ground service. Please contact a Magnus Sales Rep for assistance. If any duty or customs fees are incurred they will be charged to your initial order. Credit towards returned units does not apply to your initial 50% deposit.