Gain 100HP with an intake manifold change?? - Cross post from Ferrari Chat
#826
Pro
It’s a great result for the intended application and just shows how much the stock manifold is affecting the power potential. Big motivator for me to get on with testing my prototype
The following users liked this post:
Marti (08-17-2020)
#829
Rennlist Member
#830
Rennlist Member
I am working on getting another batch of intake lowers made here shortly. I find that the real limitation for intake design is actually fighting the stock water bridge for intake runner #1. That always requires a wonky runner and the placement of the bellmouth would steal from either #2 or #5 depending on how you route your runners.
I am close to having a replacement water bridge designed that will allow for a less restricted path for cylinder #1 and also have a bit more room behind for the plenum. Hopefully I will have something workable for my machinist to review by mid week, and then I can place a purchase order for another batch of lower intake stubs with a slight redesign. On this batch, I am either going to turn some internal threads so I can screw in either trumpets, runners sections, or a v-band ring for a tubular upper, or have a simple 2-bolt flange backcut on them. I need to get pricing, but the threaded interface would be much less expensive than a flange, so the likely option.
I will share some concept drawings when I get a bit closer.
I am close to having a replacement water bridge designed that will allow for a less restricted path for cylinder #1 and also have a bit more room behind for the plenum. Hopefully I will have something workable for my machinist to review by mid week, and then I can place a purchase order for another batch of lower intake stubs with a slight redesign. On this batch, I am either going to turn some internal threads so I can screw in either trumpets, runners sections, or a v-band ring for a tubular upper, or have a simple 2-bolt flange backcut on them. I need to get pricing, but the threaded interface would be much less expensive than a flange, so the likely option.
I will share some concept drawings when I get a bit closer.
#831
Rennlist Member
Join Date: Feb 2011
Location: Mostly in my workshop located in Sweden.
Posts: 2,235
Received 467 Likes
on
250 Posts
I had to make a special tool in order to cut the heads for clearance.
Åke
#833
Nordschleife Master
The people who designed the S4 intake manifold and it’s near impossible to beat for the average torque under 4000 rpm. So it’s about the intended use.
#834
Rennlist Member
Join Date: Feb 2011
Location: Mostly in my workshop located in Sweden.
Posts: 2,235
Received 467 Likes
on
250 Posts
The below picture show how Porsche has designed a more modern intake manifold for the Cayenne V8 which Mr. Brown has copied for the 928 (second picture).
Åke
#835
Rennlist Member
#836
Nordschleife Master
No there isn't, unless the rules state otherwise. In the case of John Gill's engine, he should definitely experiment with different trumpet lengths as long as the engine redline is kept at 7000 rpm.
A good video of how intake length and shape impact the torque curve:
A good video of how intake length and shape impact the torque curve:
#837
Rennlist Member
My engine is a long way from being calibrated correctly , the itbs require that I go from map load sensing to tps and map (3d) which requires basically complete change , the mid range and most of the map is a tidy up of the fueling requirements , the ignition cal map is a carry over from the previous engine , so I would expect some other significant gains when I take some more time , I want some track time so I do not scare myself as the gains are significant over the previous engine .
#838
Rennlist Member
A good video of how intake length and shape impact the torque curve: https://www.youtube.com/watch?v=nqYkmCLrlEo
#840
Three Wheelin'
That's the shop who was building me a "race" engine years ago... after having already "20k €" payed in the project , he went broke and disappeared with "my" engine ! Never heard of him again...
Sad story for me..... as engine was almost finished..... a sleeved 6l 16V with ITB's as in the pic. 944 heads , custom pistons , dry sump..etc...he "was" a specialist in 928 engines... sadly it had to end that corrupt way .