| months now and hopefully will have the time to get to making the patterns for the castings. 
The grey item is the new plenum - there is an access panel in the top to allow access to the bolts to hold the manifold to the lower plenum. The floor of the manifold will be machined to accept the velocity stack plate and the idea is to make the velocity stacks with a telescoping capability, user adjustable, to allow tunability of the runner volume. The velocity stack section will also prevent intake competition between adjacent cylinders, which will occur given the stroke order of the engine (1,2,3,4,5,6). Replacement valvecovers will be necessary to remove the towers on the OEM components and provide a means to hold the coil packs. The coil packs have an extension on them that can be removed and the tip reinstalled onto the end of the coilpack. It makes for a perfect length unit that can be installed into the center cavity of the heads where the plugs reside and allow clearance for the lower plane of the intake manifold. The manifold will have dual throttlebodies so as to keep the piping logistics nice and clean. They will be flanged for the 60mm throttlebody units as well. The oil fill cap will be moved to the rear driver exhaust valvecover. The IACV, regulator, and FICD can easily be accomodated for along the back driver's side of the manifold. The only caveat to this design is when it comes to inspecting/replacing the plugs - the plenum will obviously need to be removed. The primary idea of this manifold design is to provide a large volume of compressed air for the intake runners and allow for some degree of tuning of the runner length. Although our engines are a forced induction configuration, the VE of the engine at given RPMs is still affected by runner length. There's just an additional dimension to the equation of calculating at what RPM the runner will have a maximized tunnel-ram effect; that extra dimension being the temperature of the gases in the manifold as it directly affects the speed of the sound waves and in turbocharged applications, intake air temps can vary significantly. Different setups will operate at different peak boost levels and have varying efficiencies in said turbos and intercoolers, which will affect the behaviour of the gases, so having a telescoping velocity stack setup will allow the user to make the adjustments to achieve the desired results. It would be even more trick to have these velocity stacks driven by some sort of actuator that will dynamically control the length of the runners, but pulling something like that off reliably is something that could quickly give you a headache. :)
[ ashspecz.com ]
[ agpowers@bellsouth.net ] Enthusiasts soon understand each other. --W. Irving.
Are you an enthusiast? If you are out to describe the truth, leave elegance to the tailor.
Albert Einstein
|
