The Project Pad

Ah that's great!

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rippah

Damn that's badass. I need my car to do that at least!

That thing is fucking wild! Amazing work as always, so glad to see this thing doing so well in the wild.


(Beer)

Hey Guys,
I haven't posted in an update or anything in a while so i though id post an update.

I recently had an intake manifold ported by Jeff at Four Ring Performance to try to increase the flow on the intake side of things. Stock the manifold flowed 260 CFM and the difference between runner 1 and 5 was 18CFM! Now they all flow an average of 294 CFM and are between 3CFM of runner 1-5. This will out flow my head even being ported and 1mm oversize valves. I plan to pair it with one of Hanks 70mm TB porting jobs.







Took some pics on its last voyage on E85 for this year. pump gas for storage and hopefully completing a few things on the to do list over the winter.

Love how you keep items like this stock, with alternatives being available on the market and all... I would port mine with him as well if the cost was less than an available unit...

I wanted to retain my cruise control and no aftermarket ones seem to be compatible with that. And after what my car did this season on a stock TB and IM i have no problem retaining the stock stuff . Plus Jeff and I are old homies, even send text messages lol. I paid hundreds less then what an alternative would have cost me.

Did the access tubes get removed as well? I still see them in a picture

Access tubes are still there...for access.

Just curious, mine are removed and it wasn't terrible to install.

Yea, They're still there. It's been flow benched to prove the porting enhances flow compared to stock. If the access ports were removed what really would it gain? I could run a velocity stack instead of a dry flow K&N and see a better result.

You'd gain volume, at the very least.

Now that you've done the porting (and nearly balanced the flow) on a stock IM, it could be an interesting basis for comparison to see if removing the access tubes nets any gains.

At any rate, nice work.

No doubt, nice work!

Did he share which stock runner was the worst in terms of CFM?

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Runner 4 at 291 cfm. Jeff already shipped the manifold to me so I can't ask him to flow test it with the access ports out of it. If he does another ill be sure to have him see about trying with or without.

CassaUrS6 wrote:Runner 4 at 291 cfm. Jeff already shipped the manifold to me so I can't ask him to flow test it with the access ports out of it. If he does another ill be sure to have him see about trying with or without.

Maybe 191?

One thing to consider... It may be that the difference between runners is intended due to the exhaust manifold design or also becuase of the force the air experiences in the manifold due to the car accelerating. Believe it or not, this can make a big difference. Ever notice how the air coming out of your ac vents will hit you in different places while going around turns in your car? Air is a fluid, and should be considered as such when designing things like this. Im just saying, equal air flow in the intake is not necessarily a good thing! Will it matter in this application? Most likely not, but when run on the ragged edge, it's possible. Why do you think cylinder 5 likes to run hot on our engines? Exhaust manifold design is a factor, but this air as a fluid idea may be as well. Notice that the rear runners on the stock manifold flowed less? Yep. My guess is that it isn't by chance.

Just my two cents

So what if you have equal flow across intake and exhaust? That must be ideal right? Like an equal length equal flow manifold? Perhaps on the stock hardware they needed to design around those restrictions but when all the variables change...

I'd like to see flow numbers on a pikes peak or IMSA car with their fancy intake and exhausts.

Equal flow on a flow bench does not equate to equal flow while accelerating. That's what I'm saying here. So equal flow across intake and exhaust is good, but not necessarily good enough...

Right, I see. Or corners, or both.

Does a factory car have enough accelerating G-force to really matter in this sense? Obviously Matt's car is far from stock but just trying to figure out if that's why they intentionally made 5 slightly more restrictive.

I would imagine that as the velosity of the charge air increases it would be less affected by the opposing g-forces too, right? (based on knowing nearly nothing about fluid dynamics).

Not sure its been mentioned, but which exhaust runner is the most restrictive and hottest with the stock exhaust manifold?

I'm not sure if it matters much with stock g forces, and I kinda doubt it actually, but when on the ragged edge it might just be that tiny bit more heat that causes you to make a window in the side of the block.

As far as air velocity, it's almost impossible to determine how this effects the pressure differential without experimental data because the system as a whole is so complex. Generally speaking though, the pressure or mass airflow differential between cylinders due to this effect should go up by the same amount regardless of air velocity. Whether the air is moving or not, there will be a tendency for molecules to move toward the rear of the manifold creating a pressure and therefore density and mass flow incease in the rearward cylinders.

Again, the effect may be marginal, but it's interesting to think about at the least. I may try to calculate a theoretical differential based on this. I'll post here if I do

I believe 5 is the hottest on stock exhaust manifold.

my gut says that g-forces that a car can exhibit while accelerating have very little effect here, and I really don't think thats why the runner is more restrictive. Maybe if we were talking rockets, but I dont think a stock AAN counts as that. Thats just my gut feeling, no calcs to back it up.

amd is the best wrote: but just trying to figure out if that's why they intentionally made 5 slightly more restrictive.

loxxrider wrote:I believe 5 is the hottest on stock exhaust manifold.

could there be a connection here?