Re: intake manifold design?
 

The champ car engine is ultimately tuned and built as N/A, it only boosts for a max of 60 seconds during a 2 hour race. I don't think the velocity stacks are tuned for boost. If they were then the engine wouldn't be producing maximum power for 99% of the race.

Re: intake manifold design?
 

Boost, NA, same thing. Notice the Victor X manifold the big boost guys love is rated as a NA piece for 7000+ rpm powerbands? Think about it.

Re: intake manifold design?
 

the reason for this "suction" is because as volume increases(piston moving down), pressure decreases, so the greater pressure outside of the engine cylinder wants to be equal with the pressure inside the cylinder so you get "suction"

Re: intake manifold design?
 

I said it, and was disbelieved.

Re: intake manifold design?
 

Engineering is ignored by people who think Legos are the pinnacle of fabrication.

We are dealing with airmass. Airmass is power. Flow characeristics mutate subtly as pressure/density changes, but for the most part plenum size dictates efficiency at a given power level. If you know your desired power level you can dictate plenum size for best efficiency. Not that I care about efficiency one whit, but it goes hand in hand with balanced flow between cylinders.

Uhm, this is the first time I've seen this thread on a real computer (instead of my phone) so I can see the pics. A few pointers:

1) the only TBs I've seen cocked to flow along the back of the manifold were modified stockers... the restrictive small plenums in big power boost situations forced most of the air into #3 and #4, this helped them. Flow is still somewhat imbalanced, but it is a BIG improvement.

2) if you look toward the AIR mani, or the Full-Race copy of the AIR manifold, you see a large non-restrictive plenum that tapers as you go back towards cyls #2 and #1. This keeps pressure constant as the air travels deeper into the manifold, so that flow is pretty well balanced across a decent range of power.

3) Look at the manifold below. It has the cocked throttlebody and no taper - but it does have a nice big angle to transition as much airmass as posible exclusively into #1. The engine this was pulled off of had the single most fucked up #1 piston I have ever seen. Ring lands die, even on forgings, whatever. THIS piston had broken *rings*, there were a couple pieces about 1/4" long that ran vertically as everything in that area was shattered and mangled. The Manley rods and the top faces of the pistons were great, though... hell, the other three pistons were tits.

http://www.redpepperracing.com/galle...7514-3/abw.jpg

Re: intake manifold design?
 

the "Think about it" Reminds me of the moving Falling Down. When the nazi military shop owner was holding the can of ziklon b and said it about 4 times.

Re: intake manifold design?
 

using them in a V style engine is okay because you do not have to support any weight hanging staright off the side of a head.

The "sawy hoarse" style of IM on a V engine doesn't have to handel much at all compared to what is being suggested.

Re: intake manifold design?
 

Common modified Toy v6 manifold
Attachment 34927

Toy v8 manifold "Top Secrit" style.
Attachment 34928

Re: intake manifold design?
 

just because it is common, does not mean it is the correct (or best) way to do it.

Re: intake manifold design?
 

Sure it does.
1) That's the fastest way to do it
2) Nothing else will fit under the ------- hood, while fitting between the fuel rails.


You stick to Honda's. I'll stick to Toyota's.