SFR twin plenum intake manifold
01-30-2006, 09:35 PM
#228
Longer runners will provide better low end, and short runners better top end. Its two-fold due to dynamics in velocity and the helmholtz resonance.
However, runner shape and taper also have dramatic effects. Plenum displacement effects throttle response and power curve as well.
Intake manifolds demand a balanced design between the plenum size and shape and the runner shape, length, inlet style, and taper angle. It all goes hand in hand.
In the end, things can look great on paper or maybe they look horrible on paper. Flowbench numbers can be interesting to stare at but then you might as well throw them out the window too, especially if it wasnt all benched with the cylinder heads attached and valvetrain functional and measured at various lifts. Even then its pretty much worthless information as only the dynograph will take all the dynamics of the airflow and resonations and pressure transfers and etc and put it all into one easy to read graph.
Once you get the results you are looking for there, you need to watch your plugs like a hawk and do everything you can to examine the effects on individual cylinder tuning your new design may have.
However, runner shape and taper also have dramatic effects. Plenum displacement effects throttle response and power curve as well.
Intake manifolds demand a balanced design between the plenum size and shape and the runner shape, length, inlet style, and taper angle. It all goes hand in hand.
In the end, things can look great on paper or maybe they look horrible on paper. Flowbench numbers can be interesting to stare at but then you might as well throw them out the window too, especially if it wasnt all benched with the cylinder heads attached and valvetrain functional and measured at various lifts. Even then its pretty much worthless information as only the dynograph will take all the dynamics of the airflow and resonations and pressure transfers and etc and put it all into one easy to read graph.
Once you get the results you are looking for there, you need to watch your plugs like a hawk and do everything you can to examine the effects on individual cylinder tuning your new design may have.
Last edited by phunk; 01-30-2006 at 09:37 PM.
01-30-2006, 09:58 PM
#229
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Phunk is right.Long runners = torque and short runners = horsepower.We tried to create an equal balance so we dont lose any low-end torque and still make more top-end power.We will find out what it does in the next day or so.Here is a pic with the plenum installed on my car.We just need to finish the intercooler pipe and it is ready to go.
Last edited by TurboTim; 01-30-2006 at 10:00 PM.
01-31-2006, 06:07 AM
#232
Originally Posted by phunk
Longer runners will provide better low end, and short runners better top end. Its two-fold due to dynamics in velocity and the helmholtz resonance.
However, runner shape and taper also have dramatic effects. Plenum displacement effects throttle response and power curve as well.
Intake manifolds demand a balanced design between the plenum size and shape and the runner shape, length, inlet style, and taper angle. It all goes hand in hand.
In the end, things can look great on paper or maybe they look horrible on paper. Flowbench numbers can be interesting to stare at but then you might as well throw them out the window too, especially if it wasnt all benched with the cylinder heads attached and valvetrain functional and measured at various lifts. Even then its pretty much worthless information as only the dynograph will take all the dynamics of the airflow and resonations and pressure transfers and etc and put it all into one easy to read graph.
Once you get the results you are looking for there, you need to watch your plugs like a hawk and do everything you can to examine the effects on individual cylinder tuning your new design may have.
However, runner shape and taper also have dramatic effects. Plenum displacement effects throttle response and power curve as well.
Intake manifolds demand a balanced design between the plenum size and shape and the runner shape, length, inlet style, and taper angle. It all goes hand in hand.
In the end, things can look great on paper or maybe they look horrible on paper. Flowbench numbers can be interesting to stare at but then you might as well throw them out the window too, especially if it wasnt all benched with the cylinder heads attached and valvetrain functional and measured at various lifts. Even then its pretty much worthless information as only the dynograph will take all the dynamics of the airflow and resonations and pressure transfers and etc and put it all into one easy to read graph.
Once you get the results you are looking for there, you need to watch your plugs like a hawk and do everything you can to examine the effects on individual cylinder tuning your new design may have.
That ^^ has to be the best explanation for exactly what I was thinking without going into too much "rocket science" detail for those who didn't know what I was talking about. 
Thanks 
01-31-2006, 06:09 AM
#233
Originally Posted by TurboTim
Phunk is right.Long runners = torque and short runners = horsepower.We tried to create an equal balance so we dont lose any low-end torque and still make more top-end power.We will find out what it does in the next day or so.Here is a pic with the plenum installed on my car.We just need to finish the intercooler pipe and it is ready to go.
If it works as beautiful as it looks.... I got my check book ready.
01-31-2006, 04:50 PM
#236
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Originally Posted by zownz
beautiful work =)...will you have a dyno for NA as well..and where would the Intake filter go if one wants to go NA? will it look the same?
There is a set-up for N/A cars.It will look the same.I will post pictures of the piping,etc....tomorrow.I am getting all of the piping powder coated black and will have it back in the morning.Then off to the dyno.
Tim
