|
Originally Posted by Mach929
(Post 324168)
was there any math/calculations for that design? like increase efficiency from 5500-7500 or something?
The design was solely to get shorter runners, which should in turn bump the torque curve up in the RPMs, as they should be less restrictive to airflow (which is what I'm trying to eliminate). Hopefully I'll see benefits throughout the entire rpm band like Paul saw with BEGi's cast manifold. The plenum being 4x12" or so should have about 2400cc of volume, or 1.5X the displacement of the motor, so I should never be starved for air, is the supossed to be the ideal size for a FI motor. The 45*bends in my design were utilized to keep the centerline of the TB only about .5-1" lower than stock and to keep the plenum in a close-to-stock location, so I should still have access to the oil filter and not run into clearance issues. This would also require less fab work on my part to install it. |
Originally Posted by Braineack
(Post 324198)
By math do you mean looking at a lot of pictures and copying what Honda guys do?
The design was solely to get shorter runners, which should in turn bump the torque curve up in the RPMs, as they should be less restrictive to airflow (which is what I'm trying to eliminate). Hopefully I'll see benefits throughout the entire rpm band like Paul saw with BEGi's cast manifold. The plenum being 4x12" or so should have about 2400cc of volume, or 1.5X the displacement of the motor, so I should never be starved for air, is the supossed to be the ideal size for a FI motor. The 45*bends in my design were utilized to keep the centerline of the TB only about .5-1" lower than stock and to keep the plenum in a close-to-stock location, so I should still have access to the oil filter and not run into clearance issues. This would also require less fab work on my part to install it. i was just curious, i really don't know much about it other than short runners are generally better for improved high rpm flow and long runners are better for velocity at low rpms. But for practical reasons i guess it would be reasonably safe to say something designed for a b16 honda turbo application might work well for us too. |
Originally Posted by Mach929
(Post 324233)
i was just curious, i really don't know much about it other than short runners are generally better for improved high rpm flow and long runners are better for velocity at low rpms.
This is what I understood as well, where did we fall off the path? That turbo rabbit mani is nice; I've seen a few reports that airflow is indeed restricted on the 1st and 2nd cylinders (IE where the mani tapers down). |
DSM sheet metal intake manifolds flow amazingly, people have reported 35+ whp on a upgraded turbo with matching upgrades on a stock motor.
|
Originally Posted by supersaiyan93
(Post 324180)
I think he was referring more to the BP in his Escort. In this case, wrong wheel drive being FWD. :)
In any event, I will pass this along to the Escort and Protege guys and see if enough interest is there to make it viable. |
Originally Posted by MattEGTR
(Post 324518)
Quite right; I should have been more clear.
In any event, I will pass this along to the Escort and Protege guys and see if enough interest is there to make it viable. :D |
Originally Posted by supersaiyan93
(Post 324520)
I bet you're hoping her next reply is "it's sheet metal, not cast, so I don't see why not."
:D |
Ohh someone tell me the theory of the swage (sp?) on the runners.
Looks very pretty, nice job BEGI! Sell your dealers the components seperately/unassembled for dirt cheap please. hehe |
I think the swages are for air flow. If I remember correctly, Corky said that it sucks in the air better that way.
Stephanie |
Originally Posted by Stephanie Turner
(Post 325583)
I think the swages are for air flow. If I remember correctly, Corky said that it sucks in the air better that way.
Stephanie |
promotes flow. The swage creates a region of low pressure...this also increases the velocity of the air. See Bernoulli's principle.
Usually you see the runners slowly taper in size. I'm assuming BEGi's design was used to match the ports when you squashed X size pipe at the flange, but to have a larger radius for the air to enter at the plenum. Something to that matter. |
look at any velocity stack off a modern sportbike
|
Ohhhhhhhh ahhhhhhhhhhh mmmmmmmmm. Pretty. I want one.
|
:eek5: Definitely want this!!!
|
Will there be any dyno testing done using this manifold before it's sold, or is it up to us to prove that it works?
|
Its very nice, but how much?
|
Originally Posted by JayMX5
(Post 325660)
Will there be any dyno testing done using this manifold before it's sold, or is it up to us to prove that it works?
Corky also has two other designs in the works too. Stephanie |
Originally Posted by Saml01
(Post 325671)
Its very nice, but how much?
Stephanie |
You all need to get a flow bench, put these manifolds on a head, and test. Just randomly building designs that Corky "thinks" are good without any empirical data is just ridiculous. It must be nice to have all that time to waste building parts.
Don't get me wrong, I love that you all are trying to get out a part that I know is needed greatly for our little cars in a performance application. However, building one off manifolds by hand without knowing anything about how they will perform is a huge waste of time. You need to take that young man that you have there, have him learn how to use solid works or any other nice CAD suite, and perform some computer flow analysis on your designs before you waste time fabricating manifolds. Sure you might find a design that performs better than the stock manifold by randomly welding together parts. I don't think that will be very hard. The fact is that you will not know how much better it is, or if you could have made something even better than that for the same price. |
| All times are GMT -4. The time now is 11:37 AM. |
© 2024 MH Sub I, LLC dba Internet Brands