• Forward-facing plenum. Charge air routes forward to a front-mount intercooler instead of upward to a top-mount, which shortens and straightens the piping run.
• Less restriction than the factory manifold. A cleaner path means less pressure drop and less heat soak in the pipework.
• Integrated EGR delete. There is no EGR valve provision on this manifold at all, so no exhaust gas goes back into the intake.
• Built for big turbos. Flow capacity to suit serious power levels, typically 250+ kW at the wheels on a fully supported build.
• It does not make power on its own. It removes restriction and makes a bigger turbo and higher boost usable. The power comes from the whole build and the tune.

• Isuzu D-MAX. 4JJ1-TC 3.0L, 2006 to 2012.
• Holden RA7 Rodeo. 4JJ1-TC 3.0L, 2007 to 2008.
• Holden Colorado RC. 4JJ1-TC 3.0L, 2008 to 2012.

Not compatible with: factory top-mount intercooler configurations, or a stock vehicle with no way to get it tuned. It also does not fit the 4JJ3, 2020 on, which uses a different manifold design and bolt pattern.

Front-mount intercooler required. The plenum faces forward, so there is nowhere for a top-mount to connect. If you are still running the factory intercooler, sort that first. Our HPD front-mount intercooler for the 4JJ1 Colorado and D-MAX is one option.

• Material: cast aluminium alloy.
• Finish: black powdercoat, heat resistant and corrosion protected.
• Design: forward-facing plenum with optimised runner geometry.
• Intended use: front-mount intercooler performance builds.
• Made by HPD in Thailand and imported direct. This is genuine HPD Special Parts stock, not a copy.

• HPD forward-facing intake manifold for the 4JJ1, black powdercoat finish.
• Mounting hardware as supplied by HPD Thailand.

Not included, and required to finish the job:

• Custom intercooler piping, fabricated to suit your FMIC layout.
• EGR coolant bypass components.
• Battery relocation kit, if your piping route needs it.
• ECU tuning service.
• Any extra sensors, fittings or adapters your build needs.

• ECU tuning, required. Mandatory, because of the airflow change and the EGR system removal. A plug-in tuner or an off-the-shelf file will not account for it. This needs a custom remap, and dyno tuning is the sensible way to do it.
• Custom intercooler piping, required. It has to be fabricated to suit your intercooler, turbo position and chassis. Every build is different, so there is no off-the-shelf kit.
• EGR delete with coolant bypass, required. With no EGR cooler in the circuit, bypass lines have to be made up and fitted to complete the coolant circuit.
• Battery relocation, usually required. The factory battery position normally fouls the cold-side piping. Plan where it is going before the car comes apart: chassis rail, under-seat and tray are the common answers.

Build-dependent extras: turbo upgrade or repositioning, boost control (electronic controller or wastegate actuator), fuelling upgrades such as larger injectors or a high pressure pump, exhaust work from the dump pipe back, and driveline work such as a clutch or converter once the power goes up.

This is not a bolt-on for a stock vehicle. It is a fabrication and tuning job. Unless you have serious diesel build experience and can weld alloy pipework, this belongs in a workshop that has done 4JJ1 builds before.

• Workshop time: 2 to 4 days for an experienced diesel performance shop, covering the manifold, piping fabrication, coolant rerouting, battery relocation and tuning.
• Custom piping: typically $1,500 to $3,000 or more, depending on complexity and materials.
• Battery relocation: typically $500 to $1,500, depending on location and cable lengths.
• Installation all up: budget $3,000 to $6,000 or more including labour, fabrication and tuning.
• Complete big-power build: manifold, turbo, intercooler, piping, fuelling, tuning and driveline commonly lands between $15,000 and $30,000 or more. Better to know that now than halfway through.
• Intercooler sizing: for 250+ kW builds, a large front-mount core, around 600 x 300 x 76 mm or bigger, is the usual starting point. Your fabricator and tuner should confirm it against your power goal and the space you have.

If you are already paying for workshop time, piping and a tune, it is worth doing the related upgrades in the same visit rather than paying that labour twice.

• Free express shipping Australia-wide.
• Dispatch: orders placed before 2 PM AEST on a business day go out the same day when it is in stock, and generally within 1 to 2 business days.
• If it is out of stock, we can take a pre-order. Supply from Thailand is typically 2 to 4 weeks. Ask us for current stock before you book the car in.
• Buy now, pay later: Afterpay, Humm, Klarna and Zip.
• All major credit cards accepted.
• International orders: contact us with your location for a shipping quote.

This manifold deletes the EGR. Deleting emissions equipment is generally not legal on a road-registered vehicle in any Australian state or territory, and it will normally fail an inspection where emissions equipment is checked. This part is for off-road, competition and motorsport use, and confirming compliance is your responsibility.

Returns need the manifold unused and in its original packaging. Given how much supporting work this part needs, make sure it suits your build before you order. If you are not certain, message us with your setup and we will tell you straight.

HPD covers this manifold against defects in materials and workmanship. That does not cover installation errors, or damage from boost and power beyond the design limits. None of this affects your rights under the Australian Consumer Law for the part as supplied.

Q: Do I need ECU tuning?

A: Yes, without exception. The airflow change and the EGR removal both have to be calibrated for. Untuned, it will run badly or not at all.

Q: Can I use a plug-in tuner?

A: No. A pre-programmed file cannot account for the manifold change, the EGR delete and your specific build. It needs a custom remap.

Q: Will it work with my factory top-mount intercooler?

A: No. The plenum faces forward, to an FMIC. If you are on the factory intercooler, this manifold is not suitable.

Q: Do I really need custom piping?

A: Yes. Off-the-shelf kits do not exist for this, because every FMIC, turbo and chassis combination is different. Expect proper alloy welding and fabrication work.

Q: Does it delete the EGR?

A: Yes. There is no EGR valve provision. A coolant bypass has to be fabricated to reroute coolant around the missing cooler.

Q: Will the battery need to move?

A: In most 4JJ1 front-mount builds, yes. The factory battery position gets in the way of the cold-side pipe run.

Q: Will it fit a 4JJ3?

A: No. The 4JJ3, 2020 on, has a different intake manifold design and bolt pattern. This is 4JJ1 only.

Q: What power will it make?

A: On its own, none. It is a supporting part that removes restriction so a bigger turbo and more boost can do the work. Builds around this manifold typically target 250+ kW at the wheels.

Q: Do I have to upgrade the turbo at the same time?

A: Not necessarily. It works with the factory turbo or a big-turbo setup. Most people fitting this manifold are already going bigger, and doing it in one hit saves duplicate labour.

Q: Is this genuine HPD?

A: Yes. Genuine HPD Special Parts, made in Thailand, imported direct.