Honda intake manifold
#325
It is just turbo installation usually results in a crummy header design that has too short of runners. In college I built a long 4-2-1 header for a turbo SAE car and we saw huge gains in mid range torque and improved turbo spool.
Bob
#329
The typical turbo setup has much shorter exhaust runners and thus the resonant frequency is much higher than a long turbo NA header. Perhaps so much so that it performs no useful scavenging from 4500~6500 RPM. How this interacts with the intake manifold resonance, I'm not clear on. I know the intake valve opening timing (and thus overlap), is a part of the scavenging, but how this affects the optimal intake manifold runner resonance, I'm not sure.
My main question is, has anyone seen positive gains from an intake manifold in an NA car?
apariah your douche post #323 doesn't add to the discussion.
My main question is, has anyone seen positive gains from an intake manifold in an NA car?
apariah your douche post #323 doesn't add to the discussion.
#333
Do you guys think placing the injectors in the plenum aiming at the runner opening would increase power? A lot of motorcycles have started moving the injector away from the intake port. In the Ducati superbikes they are actually placed in the airbox aimed at the runner opening. I talked about the effect of such a setup to a superbike crew chief and he said that they saw a significant increase in power the further they moved the injector from the intake ports. But, most bike do have a straight runner to the intake ports.
#334
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And before you all go looking for one, don't bother. They are impossible to find.
#336
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It could have been a '99 manifold, I don't recall off the top of my head. Either way there were huge gains going to a EUDM/JDM squaretop.
We will do a back-to-back with my Honda manifold vs. the 01+ VCTS manifold on our '90 rental but not anytime soon.
We will do a back-to-back with my Honda manifold vs. the 01+ VCTS manifold on our '90 rental but not anytime soon.
#337
The typical turbo setup has much shorter exhaust runners and thus the resonant frequency is much higher than a long turbo NA header. Perhaps so much so that it performs no useful scavenging from 4500~6500 RPM. How this interacts with the intake manifold resonance, I'm not clear on. I know the intake valve opening timing (and thus overlap), is a part of the scavenging, but how this affects the optimal intake manifold runner resonance, I'm not sure.
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Go look at some WRC turbo setups, cars designed for lots of mid range torque and throttle response while running relatively large free flowing turbos. The turbo will be mounted at the end of a relatively long header.
It is not that the scavanging with a turbo dosn't work its just that it is ignored in most cases to make it easy to mount the turbo.
Bob
#338
Doesn't matter, they're both turds. The square top, while still not ideal, is a vast improvement over any variation of USDM manifolds. That includes hogged out and ported USDM manifolds. The best performing 1.8 N/A manifold I've witnessed is an aftermarket Honda manifold grafted onto a BP4W manifold flange. Big gains everywhere. As my welder, who is otherwise blessed with angel like steel welding skilz, gave up on trying to successfully put together the Skunk2 B18 manifold and BP4W flange I gave him, I done gived up. For now the daily driver gets a square top until we get the 949 Racing intake manfold into production next year.
No, I won't share pics or info on ours
No, I won't share pics or info on ours
__________________
#340
Do you guys think placing the injectors in the plenum aiming at the runner opening would increase power? A lot of motorcycles have started moving the injector away from the intake port. In the Ducati superbikes they are actually placed in the airbox aimed at the runner opening. I talked about the effect of such a setup to a superbike crew chief and he said that they saw a significant increase in power the further they moved the injector from the intake ports. But, most bike do have a straight runner to the intake ports.
It's good for some solid gains in N/A applications, not sure it's worth the hassle in FI.
Having come from the Honda community, it's good to see people taking advantage of the retarded surplus of cheap, well designed parts.
For the 1.6L solution, someone should compare a Honda D series intake manifold. They have closer port spacing than the B series manifolds, and you can still find Blox / Skunk 2 copies easily.