123quattro

Ah, they will be worth it. It's a relatively large displacement V8 so it's got plenty of torque anyway.

Very cool stuff!

Korwen

Hand Fabbed sheet metal intakes may be one of the sexiest parts of an engine. I'm envious that my OB will not have something as fantastic as that crawling on top of it, but as always your threads are fantastically informative and entertaining.

Ketchmi

That is some beautiful work Carl! Dying to see the dyno sheets.

Mrmerlin

Hi Carl, thats some very impressive work that your creating, thanks for sharing your ideas, I cant wait to find out more when you get the beast running, good luck with your project

largecar379

caught the same thread on PP. my comments are posted there.

I have had many sleepless nights thinking about this same project, but would have taken a different approach.

many questions........many suggestions.

it appears that the Edelbrock piece (lower intake manifold) has caused the plenum opening to not be in the exact middle of the plenum. (a concern Carl and I talked about with respect to a nose load throttle body--rich/lean cylinders).

the throttle body pictured has the throttle linkage on the passenger side, making custom throttle linkage necessary. TPS wiring doesn't care which side of the car it's on, throttle linkage does.

would like to see a lift off/bolt on top--to facilitate cleaning/servicing of the plenum chamber. much like the Edelbrock STR manifolds of MOPAR fame or NASCAR HEMI bathtub intakes.

would like to see the EFI system as a plug and play for CIS replacement, not just L-jet or LH-jet.

calculations for runner length were used with advertised cam duration or duration @ .050 lift? it makes a huge difference.


--I still want one.




--Russ

IcemanG17

Carl
Wow that is stunning!!! Now when are you gonna make one for us 32V guys?

Carl Fausett

We examined it and did not feel it was worth flow-benching, it looked fine to us. I can flow bench it if you need, but it is 80 to 85 mm throughout the shoe - the narrows in the 1985 throttle body if 75 mm. The throttle body is your narrowest point - but still, at 5.0 liters at 6500 rpm at 85% volumetric efficiency (NA car) the 75mm throttle body is not a restriction. So why should the 80 mm shoe be?

Carl Fausett

I am building a "monster motor" for myself right now - slowly, as money allows me to buy parts. (I'm no different than you guys...) It is a sleeved stroker and will be supercharged. I have the pistons, heads, crank, and block done. I have race camshafts for it too. Need to buy rods yet.

I am building my own 32v intake for this application with an eye on manufacturability and sales. The flange plates are in Solidworks already.

I know John Speake is partnering with someone on a 32v intake also - so if you guys are lucky, you may have more than one to choose from. If John's involved - it will be good.

I'm not sure everybody will be able to use the manifold I am making. Its for the racer who uses our ported heads. Let me explain...

I have these fancy heads with large valves that are all maxed out on air flow. They are being flow-benched compared to a stock 32v 1R head right now, so very soon I should have before-and-after flow numbers to post. If they prove out like I think they will, I have a CNC firm ready to probe the heads with a CMM machine so we can replicate them on a CNC machine as many times as we want. The long hours porting heads with a die grinder are over.

However: to get max flow from these heads, the arc of the intake runners in the head was changed to optimize it. Where the air is still rounding a bend in the stock head to reach the valves - now the shot to the valves is straighter, and the turn will need to be completed in the intake runner.

Thats why I say the intake manifold I develop will fit our ported heads best and not the stock heads so good. They make a matched set.

largecar379

doing a little backwards research, the duration numbers are most likely advertised duration, putting the cam specs at the far upper end of small block cam selection, about 279 degrees @ .050 inch lift.

this is a huge cam for a 302 cubic inch/5.0L engine by most standards, requiring nearly 12:1 CR, stroker displacements (would be better), and a 5500 rpm stall converter (for you guys that have slush boxes----have fun getting one built to those specs).

Carl's engine does have a blower on it, and that helps, but is not a cure all. It's still a huge cam.


--I still want one--







--Russ

Carl Fausett

I'll tell you what it is then you can tell me.

It is made from 1/8" 3003 alloy aluminum plate stock. The term "sheet metal" usually denotes tin stock, this is plate stock, (albeit fairly thin plate), but still plate.

The floor has a section of 3/8" plate tacked to it to give me the section neccesary to mill that inlet radius, and the top has a second 1/8" alluminum plate on it as a girdle - making the top 1/4" thick in the center.

The choice of the material was up to the welder and the tinner. I showed them the design, and asked them what material they wanted to work in. The welder wanted 1/8" plate, and the tinner said 3003 would form the best. I knew I could do whatever I needed to with it - so that was it.

largecar379

it will match up to my Nicken's Bros ported Euro heads----perfectly.






--Russ

123quattro

Throttle on the front/rear of intake plenums works just fine. Look at nearly every V8 intake manifold, import and domestic, out there now. Throttle feeds a barrel down the middle with runners coming off that.

As for a bolt on top cover. It's handy, but also a PITA. The ACCEL Super Ram worked that way. Scrap rate on those manifolds from the factory was nearly 50%. Even with what did pass quality it was hard to get to seal and that was with fully machined surfaces.

largecar379

Carl and I discussed the front load TB, but I think without having tuning in the interior plenum (barrel), he found it was easier to to just expand on the proven Porsche set-up.

the bolt on top cover was just a thought--we never had issues with the STR (other than adding dams in the intake to aid in fuel air mix distribution), or Nascar bathtubs, but as you say, things may be different with this application.



I still want one--






--Russ

Lizard928

I wonder where the restriction I am seeing is coming from then, hmmmm.

Thanks for the answer though.

The only other question I have for you is did you consider moving the injector further up the runner? There are some definet gains to be had just from moving the injectors further away from the valves as is proved by the domestic intake manifolds.

belgiumbarry

Amazing work Carl .... do you ever sleep ?

Just my question : i'm i right that such manifold is ideal for FI applications, but for a NA engine , the ITB are "always" the best solution ? In other words, could a manifold ever have the flow of ITB with good design lenghts and trumpets ?

at first look i would think every custom manifold wil give restrictions , as little possible, but always more than ITB ?
And also the problem of irregular feeding between cilinders is not excisting ?

Norbert