They are now built and installed on the car. The intake is much easier to build and much easier to install than version 1, and the metal is slightly thicker with a compound curve for strength.
I would appreciate comments.
Revised intake design for my TVR
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Revised intake design for my TVR
I discovered a few issues with my twin plenum intake having used it for a couple of years, so I have devised some corrections and had them built.
They are now built and installed on the car. The intake is much easier to build and much easier to install than version 1, and the metal is slightly thicker with a compound curve for strength.
I would appreciate comments.
They are now built and installed on the car. The intake is much easier to build and much easier to install than version 1, and the metal is slightly thicker with a compound curve for strength.
I would appreciate comments.
Hi
OK you want comments
looks pretty, it looks like it should be good for low speed torque and off idle throttle response.
Have you an idea of inlet air Temperature? just the exhaust and inlet run parrallel for about 4 feet and even with the lagging on the inlet side there must be quite alot of heat passing into the inlet pipe.
Not easy to do with the port layout of the rv8 but have you thought of routing 1 and 7 inlet runners and 2 and 8 to the opposite sides rather than looping them back to the same side? I would think it would give you a flatter broader torque curve.
Best regards
Mike
OK you want comments
looks pretty, it looks like it should be good for low speed torque and off idle throttle response.
Have you an idea of inlet air Temperature? just the exhaust and inlet run parrallel for about 4 feet and even with the lagging on the inlet side there must be quite alot of heat passing into the inlet pipe.
Not easy to do with the port layout of the rv8 but have you thought of routing 1 and 7 inlet runners and 2 and 8 to the opposite sides rather than looping them back to the same side? I would think it would give you a flatter broader torque curve.
Best regards
Mike
poppet valves rule!
What Dave has achieved is an incredibly smooth feed into the air boxes which will be worth far more than any of the negatives created by compromising the routing near the exhaust IMHO. With TVR manifolds we have lots of bad experience with exhaust heat and induction even using the std plenums.
Dave's fabricator has had a wealth of RR time devoted to playing with keeping the induction cool & flowing, as well as building the infamous trombone 8-4-2-1 headers for the Griff BTW.
There is quite a lot made about inlet air temps, but IIRC it was Ant's Griff bonnet duct project that actually implemented a proper air temp measurement that showed little correlation to a lot of the ecu derived measurements (heat soak in the automotive sensors I understood?). I certainly view it as something blown out of proportion by RR data, probably only of real relevance to dragsters & traffic light looning?
Dave's fabricator has had a wealth of RR time devoted to playing with keeping the induction cool & flowing, as well as building the infamous trombone 8-4-2-1 headers for the Griff BTW.
There is quite a lot made about inlet air temps, but IIRC it was Ant's Griff bonnet duct project that actually implemented a proper air temp measurement that showed little correlation to a lot of the ecu derived measurements (heat soak in the automotive sensors I understood?). I certainly view it as something blown out of proportion by RR data, probably only of real relevance to dragsters & traffic light looning?
Dave
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daxtojeiro
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Hi Dave
I've played with this a little myself and I feel its a great way to stop the overlap from gassing out the next cylinder in the firing order.
My only concern with that setup would be the length from the trumpets that the throttle plates are.
Im playing with designs myself, probably will include variable length intake, but one throttle (or maybe 2 in the same neck) but coming from the middle of the plenum. This would suit my car better and keeps the intake cool, my exhausts exit on the side, so no manifold in front of the engine.
Is that going to go into production? I could see a market for a good reasonably priced intake, especially for the TVR,
Phil
I've played with this a little myself and I feel its a great way to stop the overlap from gassing out the next cylinder in the firing order.
My only concern with that setup would be the length from the trumpets that the throttle plates are.
Im playing with designs myself, probably will include variable length intake, but one throttle (or maybe 2 in the same neck) but coming from the middle of the plenum. This would suit my car better and keeps the intake cool, my exhausts exit on the side, so no manifold in front of the engine.
Is that going to go into production? I could see a market for a good reasonably priced intake, especially for the TVR,
Phil
http://www.extraefi.co.uk/cobra/accobra.htm SuperCharged 5325cc V8 Cobra Replica (Full sequential Fuel and Ignition MS3 management)
Thanks all! Here's some answers.
This version was designed with production & servicing very much in mind, learning lots (usually about what not to do) from the previous version.
There's a couple of things to do that would make production even easier, but however you look at it, it's not going to be the cheapest thing to build. Having said that, we wouldn't rule out some form of build to order production at this stage.
The intake temperature measured in the mark 1 version (with rather poorer intake routing) showed no more than +5 degrees over ambient when moving at 40+ mph. In traffic, it quickly heatsoaked, but this is a problem for any intake. I have some heat shields for the exhaust ready to go on the car. The sit a few mm above the exhaust and duct a little air from the radiator exit over the manifolds and down the transmission tunnel. I hope this further reduces underbonnet temperatures.
There is no need to put a complicated crossover in the design to make the firing sequence use alternate plenums. The Rover manifold design covers this aspect very nicely. Yes it does give a nice flat & wide torque curve
(greater than 300 ftlbs from 1600 to 6000 RPM on the version 1)
Interesting comment on the manifold Wotland. I am not sure what manifold it is, other than it not being Thor. It's been extensively altered both by TVR and me, so it ought to be better than standard. I have individual cylinder fuel trims and the means to set them up, so if worst comes to worst I can at least mask the problem.
This version was designed with production & servicing very much in mind, learning lots (usually about what not to do) from the previous version.
There's a couple of things to do that would make production even easier, but however you look at it, it's not going to be the cheapest thing to build. Having said that, we wouldn't rule out some form of build to order production at this stage.
The intake temperature measured in the mark 1 version (with rather poorer intake routing) showed no more than +5 degrees over ambient when moving at 40+ mph. In traffic, it quickly heatsoaked, but this is a problem for any intake. I have some heat shields for the exhaust ready to go on the car. The sit a few mm above the exhaust and duct a little air from the radiator exit over the manifolds and down the transmission tunnel. I hope this further reduces underbonnet temperatures.
There is no need to put a complicated crossover in the design to make the firing sequence use alternate plenums. The Rover manifold design covers this aspect very nicely. Yes it does give a nice flat & wide torque curve
(greater than 300 ftlbs from 1600 to 6000 RPM on the version 1)Interesting comment on the manifold Wotland. I am not sure what manifold it is, other than it not being Thor. It's been extensively altered both by TVR and me, so it ought to be better than standard. I have individual cylinder fuel trims and the means to set them up, so if worst comes to worst I can at least mask the problem.
Thor/Bosch inlet manifold has inlet tracts grouped differently than lucas hotwire inlet manifold to use two plenums idea and correct air distribution according firing order :
http://www.ebay.co.uk/itm/Range-Rover-P ... 27bdc3384b
http://www.ebay.co.uk/itm/Range-Rover-P ... 2a12b9c293
http://www.ebay.co.uk/itm/Range-Rover-P ... 27bdc3384b
http://www.ebay.co.uk/itm/Range-Rover-P ... 2a12b9c293
I know this. I have a P38 Thor parked on my drive. It served as handy inspiration.
The Lucas/sagem manifold also crosses the tracts over, (but the outer pairs cross, rather than the inner pairs) This should be apparent from the picture of the underside of the same design of manifold as mine.
It should still work, but won't have the more ideal lengths of the Thor manifold.
The Lucas/sagem manifold also crosses the tracts over, (but the outer pairs cross, rather than the inner pairs) This should be apparent from the picture of the underside of the same design of manifold as mine.
It should still work, but won't have the more ideal lengths of the Thor manifold.
