Originally Posted by Strosek Ultra

Tuned for 4500-5500 rpm 3rd harmonic means a intake duct total length of 17" to 21" measured from the opening of the air horn to the intake valve. This is pretty much, make sure you will find room under the hood.
Åke

Originally Posted by V2Rocket

Porsche said all the S3 runners are equal length, and I know the plenum "stubs" vary but using my highly-calibrated piece of string the long runners are between 14.5-15" and the short runners...3 are 10" and one is about 7.5", from gasket face to "rubber hose coupler lip"

Originally Posted by Strosek Ultra

Tuned for 4500-5500 rpm 3rd harmonic means a intake duct total length of 17" to 21" measured from the opening of the air horn to the intake valve. This is pretty much, make sure you will find room under the hood.
Åke

Originally Posted by Ducman82

Ya, won't be cheap. At all. And I expect that.

Originally Posted by V2Rocket

if you guys are into fabricating...
Ford 5.0/5.8/7.5 (460) throttle bodies from the 1990s were twin-50mm blades...5.0/5.8 had built in provisions for idle valves too

they cost $30 or so apiece at junkyard...

Originally Posted by James Bailey

cool, four of those on the Salsbury should do the trick ....

Originally Posted by mark kibort

im ready to just bolt on a 850 double pumper and be done with all this nonsense!

Originally Posted by Hacker-Pschorr

This is one of the few areas I agree with Kibort.

We are talking about 5 liter V8's, not VTEC Honda 4-bangers from the 90's.

I've been present to a lot of dyno testing and tuning from every kind of intake manifold imaginable on Ford and Chevy V8's of similar displacement. No matter the combination the "mid range" power was fine (that's the nature of a 5+ liter V8) but the really fast cars had the intake that pulled hard all the way to red line.

Yea, I get it. Bumming around town getting groceries, it's fun to be able to roll into the throttle down low without downshifting and pull away hard. I get that... I have a 6 liter in my Denali with a stump pulling intake design - it does that well (but would be faster with an LS6 intake that makes more power upstairs).


With my 928's I want to go fast, period.....and if that means downshifting and running the snot out if it so be it. These are not fragile engines from the 40's that catastrophically explode if you rev them to 6k. With Todd's turbo spinning to 8,000 rpm (yes....8) with STOCK rod bearings pudding down the torque of 4 stock engines...I think we are all going to be fine regularly revving our cars to 6,500 or so.


For Christ sake this whole argument is ridiculous. The pursuit for "nothing but torque" stems from the drag racing world when everyone had a two speed power-glide automatic. So maybe the 3-speed auto crowd should be hammering home the stump pulling torque project, the rest of us.....why not build something that will actually make the car faster???


Torque makes the car faster? Then install this under the hood. 750ft-lbs:

http://www.cpomilwaukee.com/milwauke...50%20ft-lbs%2e


Why are we so afraid to run these cars hard?
The most damaging part of the internal combustion cycle is detonation which has the highest potential at peak torque (not horsepower). Constantly bogging the engine in the torque range versus the HP curve is far more likely to damage something.

Originally Posted by Strosek Ultra

Barrel throttle intake for a 944 (post #128).
https://rennlist.com/forums/944-turb...anifold-9.html
Åke

Originally Posted by James Bailey

Beautiful , very nice and it mentions $7,500 for 4 cylinders....so possibly $15,000 for a similar 928 setup !!

I briefly considered making S-glass port adapters injector bases then thought about all the time needed and realized that $1,000 or so for Hans adapters was a BARGAIN ! Although my posting here pretty much confirms my time is of no real value

Originally Posted by GregBBRD

I believe that a combination of both torque and high rpm power is what most people desire and need.

928s are one of the finest GT cars ever made....and that is what attracts me to them. They have long comfortable gears that have gear splits which put the engine right back into the highest torque range when shifted at redline.

Improving both makes these cars better.

For me, the perfect GT car needs to be able to cruise quietly down the freeway in fifth gear and have the ability to pass the car in front of it by gently pushing down on the gas pedal. Quiet, tame, smooth, effortless, high speed cruising.

Increasing the stock engine's torque makes that easier and better.

It also would be great to be able to upshift to the next gear at 7500 rpms when you go past the window of the guy that saw you start to go around him and decided he would not allow that.

Increasing the high rpm horsepower makes that easier and better.

I think both are very achievable....and that is what I've been building and improving on, for years.

If anyone followed the build on Jim Corenman's 5.9 (shorter stroke) "experimental" engine, the result was spectacular. We gave up very little torque and horsepower over my 6.5 liter engines, with the ability to run higher rpms because of the reduction of piston speed and lighter weights of the reciprocating pieces.

My new intake is designed to be the icing on that cake.....the next step to allowing those engines to run at 7500 rpms.

Will small changes in that same intake benefit both the 6.5 liter versions and stock 5.0 and 5.4 liter versions?

That's also not only possible, but part of the engineering and end goal!

Originally Posted by Strosek Ultra

I am not sure I agree about the gear split. I have always felt the step from fourth to fifth gear is too wide. A closer step would be preferable.
Åke