Early stages of HR/VHR intake manifold dyno testing.
08-28-2007, 11:37 AM
#1
Early stages of HR/VHR intake manifold dyno testing.
So Cal volunteer needed for early stages of HR/VHR intake manifold modification dyno testing.
Comparative testing of HR Vs VHR manifolds is needed for mapping out manifold geometry and its effect.
If you have a 2007 350Z 6MT (with the new HR engine) let me know and we can set up an appointment for pre/post manifold testing.
This fitment and dyno test will provide the data needed to map the direction to take with the next generation of "variable geometry" intake manifolds. This will be a swap test of a fixed geometry G37 VHR manifold. The comparative data will help define the ball-park of geometry effects.
Once these geometries and dyno results can be compared, it will be easy to interpolate and extrapolate as needed for optimizing results.
Thank you,
Tony Colette
Motordyne Engineering
PS If you own a G37 6MT, shoot me a PM. We are ready to test!
Comparative testing of HR Vs VHR manifolds is needed for mapping out manifold geometry and its effect.
If you have a 2007 350Z 6MT (with the new HR engine) let me know and we can set up an appointment for pre/post manifold testing.
This fitment and dyno test will provide the data needed to map the direction to take with the next generation of "variable geometry" intake manifolds. This will be a swap test of a fixed geometry G37 VHR manifold. The comparative data will help define the ball-park of geometry effects.
Once these geometries and dyno results can be compared, it will be easy to interpolate and extrapolate as needed for optimizing results.
Thank you,
Tony Colette
Motordyne Engineering
PS If you own a G37 6MT, shoot me a PM. We are ready to test!
Last edited by Hydrazine; 08-28-2007 at 11:42 AM.
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09-06-2007, 02:07 PM
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soooo youre puttin a vq37hr manifold on the regular HR motor? Well im lookin forward tothe results. Thanks for always stepping up the game in the modding world. We canalways count on you guys.
09-06-2007, 02:50 PM
#14
Yes. The VHR manifold has short runners relative to the HR manifold.
With the VHR manifold, I expect to see a loss in TQ and area under the curve but increase of ~8-12 HP near redline.
Then the next objective is to gain the best of both manifolds through variable geometry.
This will kick azz.
With the VHR manifold, I expect to see a loss in TQ and area under the curve but increase of ~8-12 HP near redline.
Then the next objective is to gain the best of both manifolds through variable geometry.
This will kick azz.
Last edited by Hydrazine; 09-06-2007 at 03:01 PM.
09-06-2007, 02:59 PM
#15
The 3.7 liter engine is losing a lot of "potential" area under the curve by having short runners.
The 3.5 liter engine is losing peak power by having longer runners.
Each stock engine has a different compromise within their stock power curve.
So the thing to do is combine the two curves and switch between one or the other at their crossover point. (RPM dependant).
This way the best of both can be attained... for both engines!
Simple in concept but it will be a great engineering challenge to implement.
The 3.5 liter engine is losing peak power by having longer runners.
Each stock engine has a different compromise within their stock power curve.
So the thing to do is combine the two curves and switch between one or the other at their crossover point. (RPM dependant).
This way the best of both can be attained... for both engines!
Simple in concept but it will be a great engineering challenge to implement.
Last edited by Hydrazine; 09-06-2007 at 08:48 PM.
09-07-2007, 06:46 AM
#19
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Originally Posted by Hydrazine
The 3.7 liter engine is losing a lot of "potential" area under the curve by having short runners.
The 3.5 liter engine is losing peak power by having longer runners.
Each stock engine has a different compromise within their stock power curve.
So the thing to do is combine the two curves and switch between one or the other at their crossover point. (RPM dependant).
This way the best of both can be attained... for both engines!
Simple in concept but it will be a great engineering challenge to implement.
The 3.5 liter engine is losing peak power by having longer runners.
Each stock engine has a different compromise within their stock power curve.
So the thing to do is combine the two curves and switch between one or the other at their crossover point. (RPM dependant).
This way the best of both can be attained... for both engines!
Simple in concept but it will be a great engineering challenge to implement.
I have never heard of a variable geometry intake manifold before. Do any currently exist?
Will the intake actually have moving pieces? I'm trying to visualize how this will work and am very curious, but I don't want to expose any of your secrets.
My guess is that manifold vacuum/pressure will somehow cause the runners to expand or contract???