This intake manifold is on a g35 coupe and the rest of the turbo kit is greddy. Is this manifold design efficient?

 

kinda looks like a tennis racket

 

what motor/car is that?

EDIT: Reading ownz me

 

I would say it looks to be a very effificient design seeing as the plenum is large enouhg so the engine wont starve for air

 

That's a really nice piece! I like how they connected the back of it.

 

what does a stock intake manifold look like for these cars??? kinda looks like they just took the plastic cover off....i dunno

 

this is stock.. the plenum

 

... awaiting Tony1 to chime in

 

What's to stop the first couple runners from getting a bigger charge of air compared to the ones farther down. I feel like those would run leaner because they would suck as much air as they could and not leave as much for the runners farther down, thats what it looks like to me.

 

i AGREE...THEY SHOULD OF TAPERED IT AS IT GOES TO THE REAR CYLINDERS. dEFINITELY A GOOD STARTING POINT TO MAKE REFINEMENTS TO.

 

i think it looks good because it seems to me that it would be evenly pressurized being that it is FI.

 

Resembles the accord V6 IM pretty close. I would have to assume its efficent to some extent.

 

new type of log mani

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Turbowa &raquo;</TD></TR><TR><TD CLASS="quote">Resembles the accord V6 IM pretty close. I would have to assume its efficent to some extent.</TD></TR></TABLE>

agreed

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by rextec &raquo;</TD></TR><TR><TD CLASS="quote">i think it looks good because it seems to me that it would be evenly pressurized being that it is FI.</TD></TR></TABLE>

not too many I-4 intake manifolds are tapered

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by krustindumm &raquo;</TD></TR><TR><TD CLASS="quote">

not too many I-4 intake manifolds are tapered</TD></TR></TABLE>

only all b and d series...

 

It's got wiggin's clamps, at $150 each, dizzzam.

Bling Bling

 

I'd be deathly afraid of leaning out the rear two cylinders. If the air didn't have to go directly past all four other cylinders to get there it wouldn't seem like such a big deal, but it really isn't something that I'd trust on my expensive car without some serious testing data.

 

How would the rear cyl's lean out? It's just air... not fuel going through that manifold?

Matt

 

How many of you are a specialist in fluid dynamics etc and all the importants of making an intake manifold.

I think this is the wrong place to ask.

 

You dont have to be a fluid dynamics expert (even though i have taken a few courses) to see what is happening. Anyways, im not an expert to any extent but i can tell you that each intake runner has a max flow rate. Once that is reached the air will divert to the following cylinders and so on.

So two things can happen.

1. The total air rate going in to the engine is less than the combined MAX RATING of air flow from all cylinders, so this would cause the last ones to lean out.

2. The engineers that designed this intake runner knew about this ahead of time. And made sure that each runner got its correct air flow by making sure the actual intake can pull in more than the MAX combined air flow to support all cylinders.

I put my money on number two.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by CalGSR99 &raquo;</TD></TR><TR><TD CLASS="quote">

1. The total air rate going in to the engine is less than the combined MAX RATING of air flow from all cylinders, so this would cause the last ones to lean out.
</TD></TR></TABLE>

Wouldn't the back runners run rich and the lean ones would be in the front in this case? Seeing how if the rear runners were getting less air.... with the same amount of fuel as the front runners.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TrueNorthStar &raquo;</TD></TR><TR><TD CLASS="quote">

Wouldn't the back runners run rich and the lean ones would be in the front in this case? Seeing how if the rear runners were getting less air.... with the same amount of fuel as the front runners.</TD></TR></TABLE>

My thoughts exactly.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by stizzit &raquo;</TD></TR><TR><TD CLASS="quote">It's got wiggin's clamps, at $150 each, dizzzam.

Bling Bling </TD></TR></TABLE>

You gotta hook up? I thought dealers paid like 180 . . .

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by CalGSR99 &raquo;</TD></TR><TR><TD CLASS="quote">You dont have to be a fluid dynamics expert (even though i have taken a few courses) to see what is happening. Anyways, im not an expert to any extent but i can tell you that each intake runner has a max flow rate. Once that is reached the air will divert to the following cylinders and so on.

2. The engineers that designed this intake runner knew about this ahead of time. And made sure that each runner got its correct air flow by making sure the actual intake can pull in more than the MAX combined air flow to support all cylinders.

I put my money on number two.</TD></TR></TABLE>

You can never tell by looking at things like this, how do you know they were engineers?



Modified by MidShipCivic at 9:04 PM 10/6/2004