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Joined: Dec 2004
Posts: 1,190
Hard-core CEG\'er
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Hard-core CEG\'er
Joined: Dec 2004
Posts: 1,190 |
Originally posted by CSVT#49:
Originally posted by morbid:
Perhaps the easiest modification to the UIM would be to cut off the long edge of each plenum... weld on a 2-3 inch extention then weld the edge back on. Of course there would now be rough material inside the plenums, but a cycle through extrudehone would help with that.
So just a dead end extension on the end of the plenums?
I was thinking the best way to increase the plenum size was to pretty much model after the SHO intake. They're plenum made a complete loop and essentially connected all of the runners to a big 'O' shapped plenum. Like this:
Or cut off all the tubes off and make One bigg ovular tube go to each port. Make new plates so the tubes connect to the lower. you would have all equal runners. No long runners.
PLEASE HELP ME GET MY CAR TOGETHER! ITS IN DAYTON OHIO! I need the motor together and in the car so i can DRIVE it! Pleeeeeese!
diamond pistons for 3.0/forsale
#702 of 2150
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Joined: May 2004
Posts: 636
Veteran CEG\'er
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Veteran CEG\'er
Joined: May 2004
Posts: 636 |
Originally posted by svtProdigy:
you would have all equal runners. No long runners.
There is a reason why there is short runners and longer runners... read the previous replies in this thread.
You DO want to have long runners. You want the impulses of air to reach the valve just as it is opening. You can optimize your intake by having both a short and long runner feeding the combustion chamber. This allows you to tune performance for different points in the RPM band.
The best setup would be a variable length intake runner system where the length of the runner would adjust to the optimum length corresponding to the RPM that the engine was running at. If you build it... performance will come 
I need to get working on this...
-Mike
98 Contour SVT
Toreador Red #49 of 6535 Built on 3/25/97
WR Headers, Borla Cat-Back, Torsen T2 LSD, K&N Short Ram, S-AFC and Focus Shift Tower
85 Camaro
1969 358ci, 97 TA interior, 91 Z28 GrdEfx and Aero Wing 255rwhp
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Joined: Feb 2006
Posts: 71
CEG\'er
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OP
CEG\'er
Joined: Feb 2006
Posts: 71 |
Originally posted by CSVT#49:
The best setup would be a variable length intake runner system where the length of the runner would adjust to the optimum length corresponding to the RPM that the engine was running at. If you build it... performance will come
I need to get working on this...
Read my PM, the solution is so damn obvious.
In order to keep mfg costs down, a single runner system would be cost effective as well as producing usable HP and torque. This setup would also be cross platform useable. If the nay sayers can think beyond the box and use it as a tool to make even more hp on their 3.0's, I think we can get somewhere with this idea.
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Joined: Jun 2000
Posts: 291
CEG\'er
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CEG\'er
Joined: Jun 2000
Posts: 291 |
This exact same subject was discussed on these boards many moons ago, around the time I joined CEG. I been around these boards too long!
The ideal set up, as used by Porsche (VarioRam) and the Probe/MX6 was an actuating valve in the plenum connecting tube which opens & closes via preset parameters. Now the calculated RPM for open/close is extremely complex and on our cars there is simply NO ROOM to add this pipe. The power steering pump and motor mount are in the way.
There are existing plugs in the RH & LH plenums used to clean the sand from the casting and could be easily used. It's getting that piece of pipe in there somehow. If anyone can figure this 1 out, I'm all ears (& eyes).
It would be easier to fabricate a tubular UIM (it has been done-I have the pix).
Redcoat Raceworks. Performance parts and custom fabricating for Contours, Mystiques and Cougars. Specializing in chassis and suspension parts. Custom end links, control arms, strut tower bars, engine torque braces, etc.
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Joined: May 2004
Posts: 240
CEG\'er
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CEG\'er
Joined: May 2004
Posts: 240 |
Originally posted by Bradness:
This exact same subject was discussed on these boards many moons ago, around the time I joined CEG. I been around these boards too long!
The ideal set up, as used by Porsche (VarioRam) and the Probe/MX6 was an actuating valve in the plenum connecting tube which opens & closes via preset parameters. Now the calculated RPM for open/close is extremely complex and on our cars there is simply NO ROOM to add this pipe. The power steering pump and motor mount are in the way.
There are existing plugs in the RH & LH plenums used to clean the sand from the casting and could be easily used. It's getting that piece of pipe in there somehow. If anyone can figure this 1 out, I'm all ears (& eyes).
It would be easier to fabricate a tubular UIM (it has been done-I have the pix).
Could you post the pics? And where does the pipe on the 3.0L MX6/Probe go to? Looking at my split-port 3.0L aluminum UIM, I don't see where it can go.
Driving the Caliber
Side project: The LT-5 Fiero is being born..
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Joined: Feb 2006
Posts: 71
CEG\'er
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OP
CEG\'er
Joined: Feb 2006
Posts: 71 |
 This is the basic idea behind the variable runner type intake. The upper end of the stationary runner would be attached to the plenum while the moveable runner would be inside the plenum chamber. A motor similar to the one that moves the butterflies on the SVT intake could drive this unit. It would be infinately variable as the rpm's increase or decrease. Sorry for my really bad drawing.
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