yes.

seach button is your friend go to sleep its past your bed time

 

Anyone remember who it was that had the saying, 'I've got moe horsepower on my floor than you'll ever have'??? Grippy is starting to take on that role.

Good info to say the least! I would like to see the difference in the rear cylinder and the front one on a single side of either manifold, preferably the truck. I'd expect them all to be similar in design and net similar results in that area. I think doing just one would suffice.

 

Hey! I'm working on a new project man things take time....yada yada yada


should be finishing up the exhaust this weekend and I will be moving forward with new mods soon

 

I'm working on that. If I can get one of each (78 or 90mm) I'll test them both.

Richard

 

So by having real world results completely contradictory to these results, proving my point that "Engines are way to dynamic to rate intake manifolds by flow bench results," it is good information

Take a dozen identical sheet metal intake manifolds and flow them. then add 1inch to each of the runners of the first runner. add 2'' to the second manifold's runners. Add 3'' to the 3rd and so on.

Flow them, I bet they will be extremely close, especially after considering flow bench variation from "pull to pull"

I bet the one with the best CFM doesn't flow the most.

Take another 12 and vary the cross section.

Take another 12 and vary the plenum volume

Take another 12 vary the shape of the plenum

Then take those 48 and place them on a 4.8 with 12 different cams
Then get 12 different sets of headers and make 144 combinations with the 12 different cams. Then get a 4.8, 5.3, 5.7, 6.0, 6.2 etc and do the above to all of those.

Suddenly you realize you have nothing but a measure of major and minor head losses.

Richard, I'm not sure what kind of data acquisition tools you have available, but what WOULD be excellent would be to run each manifold on an engine driven by a dynamometer (no spark or fuel) and measure the flow rate in a given port (preferably every port). Even if you couldn't give a number but could show a chart with voltages or stagnation pressures (read: if you don’t have time to calibrate a MAF to an intake port, which I doubt you do). Given that the geometry of each port is similar and air characteristics wont change much, I don’t think there would be too much confusion in interpreting the results.

I guess it would basically be some kind of flow meter in the intake port and the engine is driven by a dynamometer that linearly increases speed at a rate of say... 500 rpm per second.

do this for each manifold and it would be awesome. If you feel ambitious, do it on different engines sizes or even different exhaust setups.
Now those would be some interesting numbers!

Yeah, I know- easier said than done If anyone has a spare engines and manifolds kicking around, I bet I could convince my university to let me do this as an independent study. Ls7 are preferred, and non-returnable, given the nature of the test.

 

Yeah Richard, don't you have 6 months to work on this non profit research study?
treyz28- if you could pull it off it would be awsome.

 

It was obviously a bit sarcastic, but 6 months? You work in a union shop?
You wouldn't even have to wire up an engine. Just instrument a manifold.

I'll happily propose it if I can get the engines and manifolds. No way my school would fund an independant study like this. Since I have a free elective left for my last semester, they wouldn't care much considering I can take ANY class like.... pottery 101 and it would be ok.

 

So whats the word on any of the dynamometer testing with a real world engine were you able to set it up Trey?
How about test the manifolds attached to the heads?

What gets me is the Vic JR. it outflows all at low lift and on an engine it doesnt make more power until after 6000 rpms wonder whats going on there?

 

bump

Thx for the info, Richard.