intake manifold design
08-14-2006, 06:25 PM
#12
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Re: intake manifold design
Originally Posted by DrSeuss
Go for a small plenum and short runners on a turbo inlet manifold. No point compressing more air then you need to, that just leads to lag.
jd... the turbo manifold will be a long none merge. and how do you keep fromt he rear cylinder from being over fed?
08-14-2006, 09:10 PM
#13
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Re: intake manifold design
But you can look at runner size a different way. Longer=more torque when not under boost. There for making more power before it ever seeing boost, so you can run a larger turbo with out giving up the bottom end. This is all stuff you have to play with at the track or dyno.
Randy
Randy
08-14-2006, 10:07 PM
#16
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Re: intake manifold design
Originally Posted by iceracercrx
Not totally. But for his application most likey
Real Life owns
08-14-2006, 10:38 PM
#18
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Re: intake manifold design
as i would see it, it larger pendlum (yea thats right bitches i spell it again) would be good for any motor. the runners/port/injector job i would see being the differnce in fi thanall motor. i would see longer skinnier runners working well on a turbo car to increase velocity and having the larger plenum for the runners to grab air from. besides anything can be better than stock its such an awful looking manifold. you cant even get to the bolts on the bottom side and my oil filter is right there below it and the throttle body is way to close to the front of the car and its just a bad design from the start i hate it and its getting thrown out. so how do you keep each cylinder feed evenly?
08-15-2006, 11:16 AM
#19
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Re: intake manifold design
Small plenums are for small power. For a given mass of air ingested, all they do IS over compress the air leading to pumping losses. In a turbo car, I don't care about pumping losses a whole lot, but there are certain situations where it's assinine - bolting HF/CX/VX intake mani up, for example.
I could tell you that it's all about plenum taper, TB angle, and that intake flow is directly influenced by balance of exhaust flow. However, in the real world, there is only one solution: pray.
Cyl trims on the T67'd 2.0/VTEC at 16-17 psi are +1.6%, +2.3%, +8.6%, 0% on pump gas running NGK 9's. It's got pimpshit JG/Edelbrock IM, tubular merge turbo manifold, etc etc. The way I look at it is the plugs look the same after ICT correction unlike a couple of stock B16s w/ B16 IM and .50 trim T04E @ 8-10 psi I've touched that run 10% more fuel on #3, want a NGK 8 on #3, NGK 7 on #2 and #4, and run so cold #1 they want a stock plug (NGK 6). That's fucked.
You can always just cut your IM open and port it so the plenum is super thin, and blend inlets of the runners a lot. A major blen will make the runner a hair shorter and effectively add to plenum volume.
Originally Posted by o0Quicksilver0o
so how do you keep each cylinder feed evenly?
Cyl trims on the T67'd 2.0/VTEC at 16-17 psi are +1.6%, +2.3%, +8.6%, 0% on pump gas running NGK 9's. It's got pimpshit JG/Edelbrock IM, tubular merge turbo manifold, etc etc. The way I look at it is the plugs look the same after ICT correction unlike a couple of stock B16s w/ B16 IM and .50 trim T04E @ 8-10 psi I've touched that run 10% more fuel on #3, want a NGK 8 on #3, NGK 7 on #2 and #4, and run so cold #1 they want a stock plug (NGK 6). That's fucked.
You can always just cut your IM open and port it so the plenum is super thin, and blend inlets of the runners a lot. A major blen will make the runner a hair shorter and effectively add to plenum volume.
08-15-2006, 04:47 PM
#20
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Re: intake manifold design
Originally Posted by Joseph Davis
Small plenums are for small power. For a given mass of air ingested, all they do IS over compress the air leading to pumping losses. In a turbo car, I don't care about pumping losses a whole lot, but there are certain situations where it's assinine - bolting HF/CX/VX intake mani up, for example.
I could tell you that it's all about plenum taper, TB angle, and that intake flow is directly influenced by balance of exhaust flow. However, in the real world, there is only one solution: pray.
Cyl trims on the T67'd 2.0/VTEC at 16-17 psi are +1.6%, +2.3%, +8.6%, 0% on pump gas running NGK 9's. It's got pimpshit JG/Edelbrock IM, tubular merge turbo manifold, etc etc. The way I look at it is the plugs look the same after ICT correction unlike a couple of stock B16s w/ B16 IM and .50 trim T04E @ 8-10 psi I've touched that run 10% more fuel on #3, want a NGK 8 on #3, NGK 7 on #2 and #4, and run so cold #1 they want a stock plug (NGK 6). That's fucked.
You can always just cut your IM open and port it so the plenum is super thin, and blend inlets of the runners a lot. A major blen will make the runner a hair shorter and effectively add to plenum volume.
I could tell you that it's all about plenum taper, TB angle, and that intake flow is directly influenced by balance of exhaust flow. However, in the real world, there is only one solution: pray.
Cyl trims on the T67'd 2.0/VTEC at 16-17 psi are +1.6%, +2.3%, +8.6%, 0% on pump gas running NGK 9's. It's got pimpshit JG/Edelbrock IM, tubular merge turbo manifold, etc etc. The way I look at it is the plugs look the same after ICT correction unlike a couple of stock B16s w/ B16 IM and .50 trim T04E @ 8-10 psi I've touched that run 10% more fuel on #3, want a NGK 8 on #3, NGK 7 on #2 and #4, and run so cold #1 they want a stock plug (NGK 6). That's fucked.
You can always just cut your IM open and port it so the plenum is super thin, and blend inlets of the runners a lot. A major blen will make the runner a hair shorter and effectively add to plenum volume.
JD speaks the truth again
