Someone is working on an intake manifold for us
04-15-2010, 06:20 PM
#82
Does the design retain the same shape/length of the OEM runners? Same/similar volume of manifold chamber?
On an somewhat related note: Is it possible using tuning software e.g. UpRev, to get the HR to run on 2 DE TBs? Depending on the answer to this question, is it in the realm of possibility to design the manifold for the DE sized throttle, using an adapter/reducer to mount the OEM HR TBs?
These are just some ideas I've had floating around, since the SG test. If this thing really can be optimized for NA, with the strength for high pressure, it really can be the end-all solution for the HR, with the addition of a slightly different bolt pattern casting for the VHR.
Last edited by T_K; 04-15-2010 at 06:25 PM.
04-15-2010, 08:45 PM
#84
Pardon the noob question, but how would the factory and/or aftermarket intakes hook up to those throttle body inlets? Would the N/A applications have a curve so that the intakes can connect to them? Obviously, the TB's are more to the side and not straight forward like the new design is?
04-16-2010, 04:59 AM
#85
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Well, since it is still in the modeling phase, it is far from done. The manifold is actually being designed with stock TB in mind, so that all aftermarket intakes, etc would still fit.
i do, however, like the idea of setting the flange size to accept DE TB's with a machines reducer for HR TB's to those who still run them. I'm sure ill see the guy today thats modeling this and bring it up to him
-Taylor Durdan of S&R
i do, however, like the idea of setting the flange size to accept DE TB's with a machines reducer for HR TB's to those who still run them. I'm sure ill see the guy today thats modeling this and bring it up to him
-Taylor Durdan of S&R
04-17-2010, 08:47 PM
#87
Well, since it is still in the modeling phase, it is far from done. The manifold is actually being designed with stock TB in mind, so that all aftermarket intakes, etc would still fit.
i do, however, like the idea of setting the flange size to accept DE TB's with a machines reducer for HR TB's to those who still run them. I'm sure ill see the guy today thats modeling this and bring it up to him
-Taylor Durdan of S&R
i do, however, like the idea of setting the flange size to accept DE TB's with a machines reducer for HR TB's to those who still run them. I'm sure ill see the guy today thats modeling this and bring it up to him
-Taylor Durdan of S&R
04-20-2010, 08:48 PM
#89
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Have you guys run any pressure modeling on these? I've seen some manifolds of similar design and depending on the firing order the "end" entrance plenums can benefit from a front balance tube, a baffle, or some other pressure modifying device.
Consider that each runner creates a low pressure zone at its firing time, and as air flows past the TB it will be a pulsed fashion. If the front cylinders airflow has to pass through a rear cylinders low pressure zone, it may have a lower VE.
I seem to remember reading of a few engines dropping the same valve, could be a heat issue related to localized lean burn (which could also be related to the overly rich stock tune Nissan ran).
Consider that each runner creates a low pressure zone at its firing time, and as air flows past the TB it will be a pulsed fashion. If the front cylinders airflow has to pass through a rear cylinders low pressure zone, it may have a lower VE.
I seem to remember reading of a few engines dropping the same valve, could be a heat issue related to localized lean burn (which could also be related to the overly rich stock tune Nissan ran).
04-20-2010, 08:53 PM
#90
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Have you guys run any pressure modeling on these? I've seen some manifolds of similar design and depending on the firing order the "end" entrance plenums can benefit from a front balance tube, a baffle, or some other pressure modifying device.
Consider that each runner creates a low pressure zone at its firing time, and as air flows past the TB it will be a pulsed fashion. If the front cylinders airflow has to pass through a rear cylinders low pressure zone, it may have a lower VE.
I seem to remember reading of a few engines dropping the same valve, could be a heat issue related to localized lean burn (which could also be related to the overly rich stock tune Nissan ran).
Consider that each runner creates a low pressure zone at its firing time, and as air flows past the TB it will be a pulsed fashion. If the front cylinders airflow has to pass through a rear cylinders low pressure zone, it may have a lower VE.
I seem to remember reading of a few engines dropping the same valve, could be a heat issue related to localized lean burn (which could also be related to the overly rich stock tune Nissan ran).
We are expecting the first prototype by the end of this week or early next week!
04-22-2010, 11:08 AM
#97
Well, since it is still in the modeling phase, it is far from done. The manifold is actually being designed with stock TB in mind, so that all aftermarket intakes, etc would still fit.
i do, however, like the idea of setting the flange size to accept DE TB's with a machines reducer for HR TB's to those who still run them. I'm sure ill see the guy today thats modeling this and bring it up to him
-Taylor Durdan of S&R
i do, however, like the idea of setting the flange size to accept DE TB's with a machines reducer for HR TB's to those who still run them. I'm sure ill see the guy today thats modeling this and bring it up to him
-Taylor Durdan of S&R
There was no mention of them producing a DE manifold. Only allowing the larger DE TB's to work on their HR intake manifold.
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