This is off of ViperDude's website (posted in newbie forum): link



Has anyone done this, or seen results from one?

I don't like it.

It'll have uneven distribution to all 4 intake passages.







-Ted

If that one has uneven distribution then doesn't the factory intake also have uneven distribution? Everything is equal length above the lower intake piece.



I talked to they guy at SDS that made the intake. He admits its not an ideal piece for its application but it didn't run any worse than the factory intake. With some proper throttle horns mounted in the plenum it would be better especially for a ported engine, but like any application you have to tune it to get the most out of it.

I dunno which intake you're talking about, but both the FC turbo and FD ones are just about equally split.



Single primary throttle plate opens to a common plenum and then splits into two primary passages to engine.



Double secondary throttle plates opens to a common plenum and then splits into two secondary passages to engine.



Primary versus secondary plenums do NOT share the same space.



The above posted intake fires one huge throttle body (plate) into 4 intake passages that are not equally spaced from the TB exit. The middle two (primaries?) will get the most airflow, while the outside ones do not. This might make better power?





-Ted

I see what your talking about now. The relationship of the runners to the throttle body not the runner length of the lower intake piece. The air is going to follow the path of least resistance. Depending on the length and the return wave generated from the rotors why would the middle runners always get more air? Isin't this were tuning comes into play, no matter what type of intake your using/making/fabricating?

Wow, I swear I didn't know that. Thanks!

There is no plenum for the secondary runners on either the S5 n/a or the FD manifold.



While air does travel the path of least resistance, remember that the TB can flow more than the engine needs at any given time, and the plenum isnt a restriction to airflow. The outside runners will recieve their share of the air just as easily as the inner ones. Remember the air is beign drawn in by negative pressure in the chamber. The overall flow of the TB and plenum is enough than the limiting factor is how much air the engine itself is actually capable of pulling in.



Example. Look at pretty much every 4 cylinder it new cars with a single TB. The TB is at the end. If what youre saying is true, the cylinders would progressively not be able to pull in as much air, with the cylinder closest to the TB getting the most air, and the one farthest getting the least. This would be a tuning nightmare, IF thats how it actually worked. But the manifold and TB are designed specifically to prevent this, mainly by ensuring that the plenum can flow more air than the engine is capable of drawing in.

Made one similar to SDS's recommendations with a 63mm Honda t-body. I liked it if that means anything.

chuck

Here is a pic of another one with a bigger T-body from a GM.

chuck

Sleeper7 is the man!! Hey does your turbine say HONDA KILLER on it........LOL https://www.nopistons.com/forums/pub...#>/biggrin.png





My understanding is that the surge tank just gives the air a place to get bounced around in until the engine can receive it.