Originally posted by Sandman333:
Chris-
Also, did you look and see how close the valve covers are to those freeze plugs? This would be an extremely tight fit, unless of course we could get some type of phenolic spacer made that would raise the upper intake plenum? What then about hood clearance?
Would it be possible to use the signal from the IMRC system to control a butterfly valve in the crossover? This seems to be RPM/Load/Throttle position dependant. Maybe an experiment to see if it should be open or closed based on the position of the secondaries?
Also, while I am playing 20 questions, what does IIRC stand for? (Newb here, I know)
The freeze plug location being close to the valve cover shouldn't be a problem. Looking at the SHO engine, the flow of air between the banks can be a sharp, 90 degree turn. The passage I was thinking of making would be narrow and tall, and have seperate pieces to go in the freeze plug location. I am thinking as long as there is some air going between the banks at certain RPM's we should see some kind of performance increase. The guy with the SHO said he dyno'ed his V6 with that passage closed up, and he lost lots of HP except around 3800 RPM's. So, a butterflyvalve would close around 3800 and open back up around 4200? I'm thinking the valve would operate independatly of the secondaries. Dyno'ing would be the best way to figure out RPM open/close points. My first guess at the valve schedule, based on the SHO's performance would be as follows:
Open: 0-3699 RPM
Close: 3700-4099 RPM
Open: 4100+ RPM
Manually controlling the valve while on a dyno would be best. Either that or a cable or something in the cockpit while you are driving, just for testing purposes
We'll see!
IIRC- "If I remember correctly"
