Gain 100HP with an intake manifold change?? - Cross post from Ferrari Chat
03-10-2016, 05:19 PM
#137
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03-10-2016, 05:26 PM
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!
03-10-2016, 05:27 PM
#139
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03-10-2016, 05:28 PM
#140
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03-10-2016, 05:33 PM
#141
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however, there is more to go with the intake and you know it. Im not talkng makinig a balloon out of tin foil and calling it an intake, but a little thought or bastardizing something that actualy is in production might be a good bet.
after all if anderson and fan can put that stuff on their engine and have it give 100hp with no tuning, there is room for more, dont you think, over the stock intake ON a 5 liter. again, when i talk, i could care less about anything under 4000rpm, post shift 4500rpm and redlining near 6600rpm.
that narrow window opens lots of options
03-10-2016, 05:46 PM
#142
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03-10-2016, 06:04 PM
#143
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Okay, time to tame the bearded lady and the midgets in this circus....
With regard to sheet metal intakes, still not a bad idea.
I googled some images to use as samples.
Below is an S2000 sheet metal. Take note of the tapered runners again.
And another great picture cutaway of tapering.
Diameter is important according to the book I am reading. The bottom taper must match the diameter of the cylinder head's intake port. Common sense of course. However, We run into diameter size at the velocity stack, or mouth. Objective of course is to funnel as much air in and at as fast of a velocity as we can (tapering helps this too), and with as long of a runner as required for the engine to exhibit gains in torque and power. This mathematical formula is what needs to be solved in order to get the desired length of runner.
Again, pointing to Greg's intake, his curved runners egressing from the large plenum have the perfect length to yield these gains. They appear to be significantly longer than the factory setup. As for diameter? Well that's Greg's secret and I am sure that he would have to kill you after telling you.
With regard to sheet metal intakes, still not a bad idea.
I googled some images to use as samples.
Below is an S2000 sheet metal. Take note of the tapered runners again.
And another great picture cutaway of tapering.
Diameter is important according to the book I am reading. The bottom taper must match the diameter of the cylinder head's intake port. Common sense of course. However, We run into diameter size at the velocity stack, or mouth. Objective of course is to funnel as much air in and at as fast of a velocity as we can (tapering helps this too), and with as long of a runner as required for the engine to exhibit gains in torque and power. This mathematical formula is what needs to be solved in order to get the desired length of runner.
Again, pointing to Greg's intake, his curved runners egressing from the large plenum have the perfect length to yield these gains. They appear to be significantly longer than the factory setup. As for diameter? Well that's Greg's secret and I am sure that he would have to kill you after telling you.
03-10-2016, 06:17 PM
#144
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Okay, time to tame the bearded lady and the midgets in this circus....
With regard to sheet metal intakes, still not a bad idea.
I googled some images to use as samples.
Below is an S2000 sheet metal. Take note of the tapered runners again.
And another great picture cutaway of tapering.
Diameter is important according to the book I am reading. The bottom taper must match the diameter of the cylinder head's intake port. Common sense of course. However, We run into diameter size at the velocity stack, or mouth. Objective of course is to funnel as much air in and at as fast of a velocity as we can (tapering helps this too), and with as long of a runner as required for the engine to exhibit gains in torque and power. This mathematical formula is what needs to be solved in order to get the desired length of runner.
Again, pointing to Greg's intake, his curved runners egressing from the large plenum have the perfect length to yield these gains. They appear to be significantly longer than the factory setup. As for diameter? Well that's Greg's secret and I am sure that he would have to kill you after telling you.
With regard to sheet metal intakes, still not a bad idea.
I googled some images to use as samples.
Below is an S2000 sheet metal. Take note of the tapered runners again.
And another great picture cutaway of tapering.
Diameter is important according to the book I am reading. The bottom taper must match the diameter of the cylinder head's intake port. Common sense of course. However, We run into diameter size at the velocity stack, or mouth. Objective of course is to funnel as much air in and at as fast of a velocity as we can (tapering helps this too), and with as long of a runner as required for the engine to exhibit gains in torque and power. This mathematical formula is what needs to be solved in order to get the desired length of runner.
Again, pointing to Greg's intake, his curved runners egressing from the large plenum have the perfect length to yield these gains. They appear to be significantly longer than the factory setup. As for diameter? Well that's Greg's secret and I am sure that he would have to kill you after telling you.
03-10-2016, 06:52 PM
#145
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I'm really enjoying Jims thinking 'outside the box' to arrive at affordable and practical solutions. Keep up that lateral thinking 
03-10-2016, 06:59 PM
#146
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Often wondered where the term " it is toast " came from when referring to a blown up engine but I think I am seeing the connection. It is not like someone sent me a letter explaining it....
Been looking at vuvuzelas as a low cost velocity stack option... the solution is out there !!
Been looking at vuvuzelas as a low cost velocity stack option... the solution is out there !!
03-10-2016, 07:50 PM
#147
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the bottom line, im here to learn or find new ways to improve on the 928 platform.
03-11-2016, 06:10 AM
#148
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Just a thought, I wonder what Todd's manifold would do without the turbos pumping through it ?
It strikes me as the kind of thing I'd be looking at if I were building a NA manifold.
Hacker ?
It strikes me as the kind of thing I'd be looking at if I were building a NA manifold.
Hacker ?
03-11-2016, 10:25 AM
#149
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Todd's intake is not a "bolt on" endeavor to a stock 928. If he ever takes his engine apart again, and I think I can sneak that intake away for a weekend......one could jimmy rig something just for a dyno test.
It won't be petty and the hood won't close, but it could be done.
Not that I've given this any thought or anything......
03-11-2016, 12:15 PM
#150
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Okay, time to tame the bearded lady and the midgets in this circus....
With regard to sheet metal intakes, still not a bad idea.
I googled some images to use as samples.
Below is an S2000 sheet metal. Take note of the tapered runners again.
And another great picture cutaway of tapering.
Diameter is important according to the book I am reading. The bottom taper must match the diameter of the cylinder head's intake port. Common sense of course. However, We run into diameter size at the velocity stack, or mouth. Objective of course is to funnel as much air in and at as fast of a velocity as we can (tapering helps this too), and with as long of a runner as required for the engine to exhibit gains in torque and power. This mathematical formula is what needs to be solved in order to get the desired length of runner.
Again, pointing to Greg's intake, his curved runners egressing from the large plenum have the perfect length to yield these gains. They appear to be significantly longer than the factory setup. As for diameter? Well that's Greg's secret and I am sure that he would have to kill you after telling you.
With regard to sheet metal intakes, still not a bad idea.
I googled some images to use as samples.
Below is an S2000 sheet metal. Take note of the tapered runners again.
And another great picture cutaway of tapering.
Diameter is important according to the book I am reading. The bottom taper must match the diameter of the cylinder head's intake port. Common sense of course. However, We run into diameter size at the velocity stack, or mouth. Objective of course is to funnel as much air in and at as fast of a velocity as we can (tapering helps this too), and with as long of a runner as required for the engine to exhibit gains in torque and power. This mathematical formula is what needs to be solved in order to get the desired length of runner.
Again, pointing to Greg's intake, his curved runners egressing from the large plenum have the perfect length to yield these gains. They appear to be significantly longer than the factory setup. As for diameter? Well that's Greg's secret and I am sure that he would have to kill you after telling you.