Stroker ITB using M5 intake horns
01-21-2009, 11:28 PM
#17
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Looks a lot like the Ford's new Coyote 5 Liter, spyshots just released on Leftlane website: http://www.leftlanenews.com/ford-coyote-v8.html
Wonder if the bore spacing for this new motor will be sim to our motors?
Wonder if the bore spacing for this new motor will be sim to our motors?
01-22-2009, 09:34 AM
#18
Administrator - "Tyson"
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On one hand we can be thankful Porsche overbuilt this engine, or be upset it weighs so much for an aluminum motor.
01-22-2009, 12:05 PM
#19
Rennlist Member
Hey Russ,
It will be very similar to Louies in appearance, but where Louie's has a rubber snorkel going over the rad/bulkhead, mine will have a pierce of oval tubing fitted with a (Super)MAF hot wire/venturi. I don't know what dimensions I'll use for the MAF. According the Burns Stainless, a 2.5" by 4.75" oval flows about the same as a 4" circle. Thats sounds pretty close to stock MAF dimensions, and I'd really like to go bigger so that the MAF isn't acting as a bottle neck.
Edit - I guess I should embellish a bit for anyone who is not familiar with Louie's set up. (Sorry, couldn't find the pic, I'll post it later) His plenum box is fed air through a snorkel that enters the front wall of the plenum. The snorkel extends over the rad into a custom made housing which holds an inverted OEM filter. The filter draws air from the space between the rad and the front bumper cover. The top of the space is closed off to forcing any air not taken by the motor to go through the rad.
It will be very similar to Louies in appearance, but where Louie's has a rubber snorkel going over the rad/bulkhead, mine will have a pierce of oval tubing fitted with a (Super)MAF hot wire/venturi. I don't know what dimensions I'll use for the MAF. According the Burns Stainless, a 2.5" by 4.75" oval flows about the same as a 4" circle. Thats sounds pretty close to stock MAF dimensions, and I'd really like to go bigger so that the MAF isn't acting as a bottle neck.
Edit - I guess I should embellish a bit for anyone who is not familiar with Louie's set up. (Sorry, couldn't find the pic, I'll post it later) His plenum box is fed air through a snorkel that enters the front wall of the plenum. The snorkel extends over the rad into a custom made housing which holds an inverted OEM filter. The filter draws air from the space between the rad and the front bumper cover. The top of the space is closed off to forcing any air not taken by the motor to go through the rad.
Hammer
01-22-2009, 12:22 PM
#21
Race Car
What about these intake horns:
http://www.worldcarfans.com/2070322....gine-in-detail
Dan
'91 928GT S/C
475hp/460lb.ft
http://www.worldcarfans.com/2070322....gine-in-detail
Dan
'91 928GT S/C
475hp/460lb.ft
01-22-2009, 03:04 PM
#22
Rennlist Member
Thread Starter
01-22-2009, 03:53 PM
#24
Rennlist Member
Thread Starter
What about these intake horns:
http://www.worldcarfans.com/2070322....gine-in-detail
Dan
'91 928GT S/C 475hp/460lb.ft
http://www.worldcarfans.com/2070322....gine-in-detail
Dan
'91 928GT S/C
475hp/460lb.ft
01-22-2009, 04:20 PM
#26
Rennlist Member
Bought a section off of e-bay. I believe it was $16 per foot. OE MAF is 85mm i.d. New tube was 101.2mm. I wanted to reduce restriction as well so I went this route. I formed it using a hammer & dolly. My brother machined the circuit box from 2024 aluminum billet. Actually I asked him to make it with two ears to mount to the tube flange but somehow he misunderstood me so I made a small plate to mount it to the tube. I made a mounting flange/bellmouth from 6061. I flared the bellmouth so as to direct the main airstream towards the center where the sensor is. It went to John Speake for conversion to SMAF. From my first idea to finished product John has been very helpful.
Hammer
Hammer
01-23-2009, 01:22 PM
#27
Three Wheelin'
I thought I'd expand a little on the Engine Analyzer Pro simulated dyno runs using different runner lengths. On the 928 engine with B1 cams, it appears that the longer runners would reduce power above about 5500 RPM as compared to shorter runners. I don't know how long the total length on the BMW is in comparison to the long runners on the 928. The BMW probably has different cams and variable valve timing which could enhance the upper end even with the longer runners. Adam's plan of leaving the runners long, and trimming if it is necessary is the right way to go, IMHO. This is going to be fun seeing the result.
06-07-2009, 07:24 PM
#28
Rennlist Member
Thread Starter
Here's the latest update.
Got the adapter rings a while back from Ken Osage's Uncle Randy. He did a great job on these. They are billet aluminun discs, and have a two step concentric hole milled out of them to accomodate the base of the M5 air horn.
So for the first time I was able to actually put the horns on the ITB's and see where we are.
We are close, but not quite. The bells on the air horns are just a bit wide for a perfect fit of all eight. I can get six on and the last two won't quite go and sit entirely in their adapter rings. The air horns are two piece and are bonded together. We've already split one to allow the bell to be rotated in relation to the base. The horns will fit with no issue at all if the horns are oriented to make an "S" curve, but I'm assuming this bad for flow since there will be no long or short side along the enitre length of the horn. Any input on this?
(Edit: For an idea of what I'm referring to, see how the front horn sweeps back horizontally. Imagine rotating the bell 90 degrees counterclockwise so that it bends upward to the 12 o'clock position instead of 3 o'clock)
Otherwise, looks pretty smokin'. In an ideal world I need to lose some length on the horns for max HP, and its possible that shortening the horn will solve the clearance issue so I won't have to use the "S" bend. It is very close to working.
Got the adapter rings a while back from Ken Osage's Uncle Randy. He did a great job on these. They are billet aluminun discs, and have a two step concentric hole milled out of them to accomodate the base of the M5 air horn.
So for the first time I was able to actually put the horns on the ITB's and see where we are.
We are close, but not quite. The bells on the air horns are just a bit wide for a perfect fit of all eight. I can get six on and the last two won't quite go and sit entirely in their adapter rings. The air horns are two piece and are bonded together. We've already split one to allow the bell to be rotated in relation to the base. The horns will fit with no issue at all if the horns are oriented to make an "S" curve, but I'm assuming this bad for flow since there will be no long or short side along the enitre length of the horn. Any input on this?
(Edit: For an idea of what I'm referring to, see how the front horn sweeps back horizontally. Imagine rotating the bell 90 degrees counterclockwise so that it bends upward to the 12 o'clock position instead of 3 o'clock)
Otherwise, looks pretty smokin'. In an ideal world I need to lose some length on the horns for max HP, and its possible that shortening the horn will solve the clearance issue so I won't have to use the "S" bend. It is very close to working.
06-07-2009, 07:49 PM
#30
Three Wheelin'
Hi Adam,
That's a great looking setup. Sometimes, in the end, you have to do whatever it takes to make it fit and live with the results. Cut them, rotate them, so they fit the best way. You have to get an airbox around the inlets too. Could you have the inlets pointing mostly straight up into the bottom of an airbox? It wouldn't all fit under the hood, but maybe how it has to be.
That's a great looking setup. Sometimes, in the end, you have to do whatever it takes to make it fit and live with the results. Cut them, rotate them, so they fit the best way. You have to get an airbox around the inlets too. Could you have the inlets pointing mostly straight up into the bottom of an airbox? It wouldn't all fit under the hood, but maybe how it has to be.