336whp!?!?!!? Well sortof.... Crazy Plenum Test
07-30-2009, 12:25 AM
#21
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Forgive me if I sound like an idiot. But I was thinking about this some and wondered if u had an hr plenum on the de motor and had it wired to run the motor just like the de does just utilizing one intake and throttle body until you reached a desired RPM allowing the other throttle body to flip open yielding much more air intake. Wired kind of like nitrous where it only sprays when you reach the appropriate RPM level. Using throttle position instead of MAF... Just an idea sorry if its stupid!
07-30-2009, 02:50 AM
#22
Forgive me if I sound like an idiot. But I was thinking about this some and wondered if u had an hr plenum on the de motor and had it wired to run the motor just like the de does just utilizing one intake and throttle body until you reached a desired RPM allowing the other throttle body to flip open yielding much more air intake. Wired kind of like nitrous where it only sprays when you reach the appropriate RPM level. Using throttle position instead of MAF... Just an idea sorry if its stupid!
07-30-2009, 08:28 AM
#25
P.S.S
make hr headers
make hr headers
Last edited by 1cockyZ; 07-30-2009 at 08:55 AM.
07-30-2009, 08:48 AM
#26
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SG said in another thread that they well make hr specific lg headers once the de's are in production. and a concern about clearance (around the steering knuckle) has been expressed about header fitment between the hr and de, thats why stillen had to make revisions to their shorty headers...
07-31-2009, 08:19 AM
#32
My goal was to see how much power the engine would make if we let the runners breathe fresh air, from no real collector. Just like ITBs. The ECU does not use a MAF and is tuned strictly by throttle position, so as long as the throttle body is still plugged in, it doesn't matter if there is a huge vac.
07-31-2009, 12:16 PM
#34
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Long tubes fit de or hr. Why is there header talk in the plenum thread? Oh I know why so when people use the search function or try to research something they have to wade through pages and pages of totally off topic and uninformed posts like this one....Forums the good, the bad, and the ugly. To keep this thing going why can't the hr intake work on a de. The head ports look like the same shape, has anyone tried fitting the hr lower to the de or vice versa. Is hood clearance an issue. I just looked over a bunch of hr intake pics and it has an internal design much like the cosworth except with rectangular ports. On the jwt site they give measurements and I measured the de ports, lets just say the hr ports are much larger. You can assemble an hr intake for less than a cosworth besides all the intake plumbing and tb's. You can tune with a single maf, its the tb signal that gets funny. But crawford did this a long long time ago so twin tb's on a de its doable. Anybody in nj with an hr want to come over and let me take their car apart, I'll put it back together. Some shop somewhere had to have tried this.
Can it be done? sure - would require a CNC'd adapter (a fairly beefy one too) to allow the HR manifold to the DE head. It's been done before, at least on one of the RJN race cars from the UK. No idea if it proved worthwhile, or any results. You then run into the issue of controlling the dual throttle bodies with the factory ecu. Again, doable yes, but not sure if its worth the time/money/effort. You would also need to double the injector size, which again just adds more $ to the equation. I'd suspect you have hood clearance issues as well
Last edited by Z1 Performance; 07-31-2009 at 12:17 PM.
07-31-2009, 12:19 PM
#35
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Effort and many, many thousands of dollars (with a few more many's)
I have since abandoned it. It would be cool to do, and I still may do it in the future, but it will something I do on my own. Right now, I am just focusing on pulling all the loose ends together to drive the car again
I'm tired of just cleaning it lolol
08-01-2009, 04:31 AM
#36
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The ports are not the same shape on a DE vs HR
Can it be done? sure - would require a CNC'd adapter (a fairly beefy one too) to allow the HR manifold to the DE head. It's been done before, at least on one of the RJN race cars from the UK. No idea if it proved worthwhile, or any results. You then run into the issue of controlling the dual throttle bodies with the factory ecu. Again, doable yes, but not sure if its worth the time/money/effort. You would also need to double the injector size, which again just adds more $ to the equation. I'd suspect you have hood clearance issues as well
Can it be done? sure - would require a CNC'd adapter (a fairly beefy one too) to allow the HR manifold to the DE head. It's been done before, at least on one of the RJN race cars from the UK. No idea if it proved worthwhile, or any results. You then run into the issue of controlling the dual throttle bodies with the factory ecu. Again, doable yes, but not sure if its worth the time/money/effort. You would also need to double the injector size, which again just adds more $ to the equation. I'd suspect you have hood clearance issues as well
08-02-2009, 09:39 AM
#38
Nice test solution for the plenum volume problem. Theoretically the issue has a very simple solution, it's just the packaging that makes it near impossible to come up with anything practical. If the engine was on a test bench, it would be easy. Relocate throttle body in front of engine, facing forward, then expand the piping as it enters an airbox of 15-20 liters.
TK
TK
