BTR Expands Intake Lineup With New HEMI Trinity Manifolds
BTR’s Trinity intake manifolds have already earned a strong reputation among builders looking for substantial airflow gains without stepping into full billet or fabricated sheetmetal intake territory. Built from cast aluminum using a three-piece modular design, the Trinity lineup was developed to support both naturally aspirated and boosted combinations. As BTR continued expanding into additional platforms, the company identified an opportunity within the Gen III HEMI market. The result is the new HEMI Trinity intake manifold, designed and dyno tested in-house specifically for 2009+ 5.7-liter and 6.4-liter Mopars.
Modular Design Focused On Airflow And Flexibility
The HEMI Trinity intake manifold uses a 102mm throttle body opening that supports aftermarket throttle bodies as well as the factory 92mm Hellcat throttle body. For builders retaining the stock 80mm throttle body, BTR includes a billet adapter to simplify compatibility.
The intake itself uses a dual-runner layout paired with an interchangeable plenum design. Sealing between the runners and plenum is handled through eight entrapment O-rings positioned at each interface, secured using 20 stainless steel M6 socket head cap screws. The setup reflects a much more deliberate sealing strategy than a basic gasket arrangement.
Airflow consistency also received attention throughout the design process. The port entries are CNC machined to improve airflow transition into each runner, while individual SAE O-rings housed in dovetailed grooves provide sealing at every port opening.
Designed Around Real-World Fitment
BTR developed the HEMI Trinity with packaging in mind, especially for builders working with tighter engine bays or swap applications. The mid-length runner configuration matches the runner length found in the popular Holley High Ram intake, but does so with noticeably improved hood clearance.
Even the long-runner version sits roughly an inch shorter due to the plenum and lid arrangement. That reduction can make a major difference when fitting the manifold under truck hoods or within custom swap projects where vertical space becomes limited quickly.
The modular Trinity architecture also allows the intake to work with BTR’s newer Tunnel Ram Base plenum configuration. That setup supports air-to-water intercoolers and accepts lids commonly used with Holley High Ram combinations, giving builders additional flexibility depending on the direction of the project.
HEMI Trinity 6.4 Dyno Testing
But this isn’t another aftermarket performance part rushed to production; it was developed, engineered, dyno tested, and manufactured all in-house by Brian Tooley Racing in Kentucky. The dyno test mule for the HEMI Trinity is a Mopar 6.4 crate engine with BTR’s 228 VVT camshaft. With the stock 6.4 car intake and throttle body, BTR cam, and dyno headers, the Gen III HEMI makes 579hp at 6,450rpm and 551lb-ft of torque at 4,500rpm with gains from 2,200rpm to redline.
BTR’s Trinity intake manifolds have already earned a strong reputation among builders looking for substantial airflow gains without stepping into full billet or fabricated sheetmetal intake territory. Built from cast aluminum using a three-piece modular design, the Trinity lineup was developed to support both naturally aspirated and boosted combinations. As BTR continued expanding into additional platforms, the company identified an opportunity within the Gen III HEMI market. The result is the new HEMI Trinity intake manifold, designed and dyno tested in-house specifically for 2009+ 5.7-liter and 6.4-liter Mopars.
Modular Design Focused On Airflow And Flexibility
The HEMI Trinity intake manifold uses a 102mm throttle body opening that supports aftermarket throttle bodies as well as the factory 92mm Hellcat throttle body. For builders retaining the stock 80mm throttle body, BTR includes a billet adapter to simplify compatibility.
The intake itself uses a dual-runner layout paired with an interchangeable plenum design. Sealing between the runners and plenum is handled through eight entrapment O-rings positioned at each interface, secured using 20 stainless steel M6 socket head cap screws. The setup reflects a much more deliberate sealing strategy than a basic gasket arrangement.
Airflow consistency also received attention throughout the design process. The port entries are CNC machined to improve airflow transition into each runner, while individual SAE O-rings housed in dovetailed grooves provide sealing at every port opening.
Designed Around Real-World Fitment
BTR developed the HEMI Trinity with packaging in mind, especially for builders working with tighter engine bays or swap applications. The mid-length runner configuration matches the runner length found in the popular Holley High Ram intake, but does so with noticeably improved hood clearance.
Even the long-runner version sits roughly an inch shorter due to the plenum and lid arrangement. That reduction can make a major difference when fitting the manifold under truck hoods or within custom swap projects where vertical space becomes limited quickly.
The modular Trinity architecture also allows the intake to work with BTR’s newer Tunnel Ram Base plenum configuration. That setup supports air-to-water intercoolers and accepts lids commonly used with Holley High Ram combinations, giving builders additional flexibility depending on the direction of the project.
HEMI Trinity 6.4 Dyno Testing
But this isn’t another aftermarket performance part rushed to production; it was developed, engineered, dyno tested, and manufactured all in-house by Brian Tooley Racing in Kentucky. The dyno test mule for the HEMI Trinity is a Mopar 6.4 crate engine with BTR’s 228 VVT camshaft. With the stock 6.4 car intake and throttle body, BTR cam, and dyno headers, the Gen III HEMI makes 579hp at 6,450rpm and 551lb-ft of torque at 4,500rpm with gains from 2,200rpm to redline.
BTR’s Trinity intake manifolds have already earned a strong reputation among builders looking for substantial airflow gains without stepping into full billet or fabricated sheetmetal intake territory. Built from cast aluminum using a three-piece modular design, the Trinity lineup was developed to support both naturally aspirated and boosted combinations. As BTR continued expanding into additional platforms, the company identified an opportunity within the Gen III HEMI market. The result is the new HEMI Trinity intake manifold, designed and dyno tested in-house specifically for 2009+ 5.7-liter and 6.4-liter Mopars.
Modular Design Focused On Airflow And Flexibility
The HEMI Trinity intake manifold uses a 102mm throttle body opening that supports aftermarket throttle bodies as well as the factory 92mm Hellcat throttle body. For builders retaining the stock 80mm throttle body, BTR includes a billet adapter to simplify compatibility.
The intake itself uses a dual-runner layout paired with an interchangeable plenum design. Sealing between the runners and plenum is handled through eight entrapment O-rings positioned at each interface, secured using 20 stainless steel M6 socket head cap screws. The setup reflects a much more deliberate sealing strategy than a basic gasket arrangement.
Airflow consistency also received attention throughout the design process. The port entries are CNC machined to improve airflow transition into each runner, while individual SAE O-rings housed in dovetailed grooves provide sealing at every port opening.
Designed Around Real-World Fitment
BTR developed the HEMI Trinity with packaging in mind, especially for builders working with tighter engine bays or swap applications. The mid-length runner configuration matches the runner length found in the popular Holley High Ram intake, but does so with noticeably improved hood clearance.
Even the long-runner version sits roughly an inch shorter due to the plenum and lid arrangement. That reduction can make a major difference when fitting the manifold under truck hoods or within custom swap projects where vertical space becomes limited quickly.
The modular Trinity architecture also allows the intake to work with BTR’s newer Tunnel Ram Base plenum configuration. That setup supports air-to-water intercoolers and accepts lids commonly used with Holley High Ram combinations, giving builders additional flexibility depending on the direction of the project.
HEMI Trinity 6.4 Dyno Testing
But this isn’t another aftermarket performance part rushed to production; it was developed, engineered, dyno tested, and manufactured all in-house by Brian Tooley Racing in Kentucky. The dyno test mule for the HEMI Trinity is a Mopar 6.4 crate engine with BTR’s 228 VVT camshaft. With the stock 6.4 car intake and throttle body, BTR cam, and dyno headers, the Gen III HEMI makes 579hp at 6,450rpm and 551lb-ft of torque at 4,500rpm with gains from 2,200rpm to redline.
BTR’s Trinity intake manifolds have already earned a strong reputation among builders looking for substantial airflow gains without stepping into full billet or fabricated sheetmetal intake territory. Built from cast aluminum using a three-piece modular design, the Trinity lineup was developed to support both naturally aspirated and boosted combinations. As BTR continued expanding into additional platforms, the company identified an opportunity within the Gen III HEMI market. The result is the new HEMI Trinity intake manifold, designed and dyno tested in-house specifically for 2009+ 5.7-liter and 6.4-liter Mopars.
Modular Design Focused On Airflow And Flexibility
The HEMI Trinity intake manifold uses a 102mm throttle body opening that supports aftermarket throttle bodies as well as the factory 92mm Hellcat throttle body. For builders retaining the stock 80mm throttle body, BTR includes a billet adapter to simplify compatibility.
The intake itself uses a dual-runner layout paired with an interchangeable plenum design. Sealing between the runners and plenum is handled through eight entrapment O-rings positioned at each interface, secured using 20 stainless steel M6 socket head cap screws. The setup reflects a much more deliberate sealing strategy than a basic gasket arrangement.
Airflow consistency also received attention throughout the design process. The port entries are CNC machined to improve airflow transition into each runner, while individual SAE O-rings housed in dovetailed grooves provide sealing at every port opening.
Designed Around Real-World Fitment
BTR developed the HEMI Trinity with packaging in mind, especially for builders working with tighter engine bays or swap applications. The mid-length runner configuration matches the runner length found in the popular Holley High Ram intake, but does so with noticeably improved hood clearance.
Even the long-runner version sits roughly an inch shorter due to the plenum and lid arrangement. That reduction can make a major difference when fitting the manifold under truck hoods or within custom swap projects where vertical space becomes limited quickly.
The modular Trinity architecture also allows the intake to work with BTR’s newer Tunnel Ram Base plenum configuration. That setup supports air-to-water intercoolers and accepts lids commonly used with Holley High Ram combinations, giving builders additional flexibility depending on the direction of the project.
HEMI Trinity 6.4 Dyno Testing
But this isn’t another aftermarket performance part rushed to production; it was developed, engineered, dyno tested, and manufactured all in-house by Brian Tooley Racing in Kentucky. The dyno test mule for the HEMI Trinity is a Mopar 6.4 crate engine with BTR’s 228 VVT camshaft. With the stock 6.4 car intake and throttle body, BTR cam, and dyno headers, the Gen III HEMI makes 579hp at 6,450rpm and 551lb-ft of torque at 4,500rpm with gains from 2,200rpm to redline.
The first intake tested was the mid-length runner HEMI Trinity with a 92mm Hellcat throttle body. This resulted in 623hp at 6,720rpm and 542lb-ft of torque at 5,040rpm. This is a massive gain of 44 horsepower over the stock intake and throttle body. You would think that with the HEMI Trinity mid-length being shorter than the Holley High Ram, it would hurt midrange performance, but it actually squeaked out a little more while maintaining the same peak horsepower figures as the popular Holley cast aluminum intake.
The runner length on the mid-length version is about 7-1/4 inches, while the popular Holley High ram has 7-inch length runners, which is why the performance was equal to or greater than the Holley. But the bigger story here is that the overall height is 2-3/4 inches lower than the Holley High Ram, making it easier to fit into swaps.
For trucks and swap applications with ample hood clearance, the long-runner HEMI Trinity offers increases in the midrange while retaining the peak horsepower numbers of the mid-length version. The long-runner is about 1 inch shorter than the Holley, but made 622hp at 6,540rpm and 553lb-ft of torque at 5,000rpm, offering big gains above 4,000rpm.
One last test before BTR was ready to produce the HEMI Trinity was a dyno test against the common and cheaper low-profile sheetmetal intakes. These intake manifolds are popular for swaps because of their look and maximum-hood-clearance-design, but usually suffer in the lower RPM range. BTR’s in-house engine dyno testing proved this commonly accepted rule, with the mid-length HEMI Trinity outperforming the welded aluminum short runner intake from idle to redline.
Built To Evolve With The Combination
One of the strongest advantages of the Trinity platform is its interchangeability. BTR offers runners and plenums separately, allowing builders to test different runner lengths or plenum combinations without replacing the entire intake assembly each time the build changes direction.
That flexibility makes the HEMI Trinity more than just a single-purpose intake manifold. Whether the goal is a high-rpm naturally aspirated setup or a boosted street and strip combination, the modular layout leaves room for experimentation while keeping the overall package adaptable as the project evolves.
The first intake tested was the mid-length runner HEMI Trinity with a 92mm Hellcat throttle body. This resulted in 623hp at 6,720rpm and 542lb-ft of torque at 5,040rpm. This is a massive gain of 44 horsepower over the stock intake and throttle body. You would think that with the HEMI Trinity mid-length being shorter than the Holley High Ram, it would hurt midrange performance, but it actually squeaked out a little more while maintaining the same peak horsepower figures as the popular Holley cast aluminum intake.
The runner length on the mid-length version is about 7-1/4 inches, while the popular Holley High ram has 7-inch length runners, which is why the performance was equal to or greater than the Holley. But the bigger story here is that the overall height is 2-3/4 inches lower than the Holley High Ram, making it easier to fit into swaps.
For trucks and swap applications with ample hood clearance, the long-runner HEMI Trinity offers increases in the midrange while retaining the peak horsepower numbers of the mid-length version. The long-runner is about 1 inch shorter than the Holley, but made 622hp at 6,540rpm and 553lb-ft of torque at 5,000rpm, offering big gains above 4,000rpm.
One last test before BTR was ready to produce the HEMI Trinity was a dyno test against the common and cheaper low-profile sheetmetal intakes. These intake manifolds are popular for swaps because of their look and maximum-hood-clearance-design, but usually suffer in the lower RPM range. BTR’s in-house engine dyno testing proved this commonly accepted rule, with the mid-length HEMI Trinity outperforming the welded aluminum short runner intake from idle to redline.
Built To Evolve With The Combination
One of the strongest advantages of the Trinity platform is its interchangeability. BTR offers runners and plenums separately, allowing builders to test different runner lengths or plenum combinations without replacing the entire intake assembly each time the build changes direction.
That flexibility makes the HEMI Trinity more than just a single-purpose intake manifold. Whether the goal is a high-rpm naturally aspirated setup or a boosted street and strip combination, the modular layout leaves room for experimentation while keeping the overall package adaptable as the project evolves.
The first intake tested was the mid-length runner HEMI Trinity with a 92mm Hellcat throttle body. This resulted in 623hp at 6,720rpm and 542lb-ft of torque at 5,040rpm. This is a massive gain of 44 horsepower over the stock intake and throttle body. You would think that with the HEMI Trinity mid-length being shorter than the Holley High Ram, it would hurt midrange performance, but it actually squeaked out a little more while maintaining the same peak horsepower figures as the popular Holley cast aluminum intake.
The runner length on the mid-length version is about 7-1/4 inches, while the popular Holley High ram has 7-inch length runners, which is why the performance was equal to or greater than the Holley. But the bigger story here is that the overall height is 2-3/4 inches lower than the Holley High Ram, making it easier to fit into swaps.
For trucks and swap applications with ample hood clearance, the long-runner HEMI Trinity offers increases in the midrange while retaining the peak horsepower numbers of the mid-length version. The long-runner is about 1 inch shorter than the Holley, but made 622hp at 6,540rpm and 553lb-ft of torque at 5,000rpm, offering big gains above 4,000rpm.
One last test before BTR was ready to produce the HEMI Trinity was a dyno test against the common and cheaper low-profile sheetmetal intakes. These intake manifolds are popular for swaps because of their look and maximum-hood-clearance-design, but usually suffer in the lower RPM range. BTR’s in-house engine dyno testing proved this commonly accepted rule, with the mid-length HEMI Trinity outperforming the welded aluminum short runner intake from idle to redline.
Built To Evolve With The Combination
One of the strongest advantages of the Trinity platform is its interchangeability. BTR offers runners and plenums separately, allowing builders to test different runner lengths or plenum combinations without replacing the entire intake assembly each time the build changes direction.
That flexibility makes the HEMI Trinity more than just a single-purpose intake manifold. Whether the goal is a high-rpm naturally aspirated setup or a boosted street and strip combination, the modular layout leaves room for experimentation while keeping the overall package adaptable as the project evolves.
The first intake tested was the mid-length runner HEMI Trinity with a 92mm Hellcat throttle body. This resulted in 623hp at 6,720rpm and 542lb-ft of torque at 5,040rpm. This is a massive gain of 44 horsepower over the stock intake and throttle body. You would think that with the HEMI Trinity mid-length being shorter than the Holley High Ram, it would hurt midrange performance, but it actually squeaked out a little more while maintaining the same peak horsepower figures as the popular Holley cast aluminum intake.
The runner length on the mid-length version is about 7-1/4 inches, while the popular Holley High ram has 7-inch length runners, which is why the performance was equal to or greater than the Holley. But the bigger story here is that the overall height is 2-3/4 inches lower than the Holley High Ram, making it easier to fit into swaps.
For trucks and swap applications with ample hood clearance, the long-runner HEMI Trinity offers increases in the midrange while retaining the peak horsepower numbers of the mid-length version. The long-runner is about 1 inch shorter than the Holley, but made 622hp at 6,540rpm and 553lb-ft of torque at 5,000rpm, offering big gains above 4,000rpm.
One last test before BTR was ready to produce the HEMI Trinity was a dyno test against the common and cheaper low-profile sheetmetal intakes. These intake manifolds are popular for swaps because of their look and maximum-hood-clearance-design, but usually suffer in the lower RPM range. BTR’s in-house engine dyno testing proved this commonly accepted rule, with the mid-length HEMI Trinity outperforming the welded aluminum short runner intake from idle to redline.
Built To Evolve With The Combination
One of the strongest advantages of the Trinity platform is its interchangeability. BTR offers runners and plenums separately, allowing builders to test different runner lengths or plenum combinations without replacing the entire intake assembly each time the build changes direction.
That flexibility makes the HEMI Trinity more than just a single-purpose intake manifold. Whether the goal is a high-rpm naturally aspirated setup or a boosted street and strip combination, the modular layout leaves room for experimentation while keeping the overall package adaptable as the project evolves.
