Unlocking the Power of Your Intake Manifold

Today we talk about how to fabricate the ultimate Intake Manifold for your Turbocharged application.

[BrotherJis_s]

Have you watched David vizards channel? He has really good info that would probably help you further refine your designs. There's another crucial piece to the puzzle that is often overlooked and it has to do with the runner opening size compared to the runner exit size. I don't know the exact math off the top of my head but there's a ratio to inlet size to exit size that plays a huge role in air velocity and volume. An example being, if your port size is 2 inch diameter then your runner inlet size should be 2 1/2 inch with a gradual taper over the 3, 4, 5 inch length down to the 2 inch diameter. Matched with the proper velocity stack inlet radius. Also each runner length and diameter has a corresponding radius for the bell mouth inlet that maximizes the inlet air charge for best intake pulse results. He has some of the best info I've seen in regards to anything horsepower and efficiency related.

[jamesgeorge]

The factory intake working to 6700 is impressive, as the factory PCM hard limit is 6300 RPM. Most Atlas powered GMT360 vehicles don't have a redline on the tach, either.

[CapablePimento]

I love a blend of tech vids with your build vids. There are a lot of good content providers that talk about things as the build, but a newbie like me misses a ton. I really need some apprentice level step-by-each instruction to get elbow deep in this stuff.

[crispycris]

Some dyno graphs would be good to see side by side. Also, the stock manifold seems to be quite decent for a budget build.

[JustGeminis]

Thanks that was a good walk through of intake runners . The longer the runner the more torque is created down lower in the rpm !

[emt]

An intake design that I have always found interesting on online stuff is the dual plenum style setup often seen on rally cars

[turbovolvos]

If you don't have individual EGT's or widebands, larger intake plenums will add some safety buffer. Because the pressure inside the manifold fluctuates less, the AFR across all the cylinders will be more even. The downside is response. OEM's are not making a ton of power so AFR doesn't have the same danger it does in an engine making 200+ hp per cylinder.

[ZackNakazora]

I think plenum volume matters more for na vs boost. Of course being an Na guy.. I want itb's and an infinite plenum volume ! ❤ Great video though. I really love this engine. I am dying to get my hands on one and a chassis to take it..

[xion]

Oddly enough, this was explained to me in a way that I can apply it to an I4 setup. I want peak NA power to see what it can do before I turbocharge it. Was planning on redesigning in the intake manifold but did'nt know where to start. This was an interesting watch because I know where in my rpms I'm looking for responsiveness, mainly in that 3k-5k band.

[turboboy]

im just a "backyard" mechanic and work on my own stuf and a few friends or family from time to time. on my stuff i pretty much always port/gasket match intake and exhaust manifolds.

[johncallahan]

I appreciate you sharing your data. It answered some questions I had about my own induction system that I am building. Specifically runner length.

[JC-gwyo]

you have done a load of work and passed on a lot of insights.. Thanks for your work

[Dirtyz]

I've thought about making my own manifold for the M54 in my turbo E46. I just like having the variable length runner system in the stock one too much for daily driving.

[GrandPitoVic]

Great information brother. You have me wanting to build a 4 too. Right now I am building a 6 too for my swap. There was alot of great info you pit out there. I really enjoy your channel because you do a little bit of everything. Keep it going brother.

[ericschumacher]

Darin Morgan from BES and Plazmaman would be good contacts to research / consult for this subject matter.

[anomamos]

When the intake valves close there’s a shockwave created that can reduce the amount of air that enters the combustion chamber when the valve opens again. Runner length is often utilised to either reduce this effect or take advantage of it by reflecting the shockwave off the plenum walls back into the combustion chamber of the particular cylinder or an adjacent one.
This is most crucial for naturally aspirated engines.
However it can help or hinder boosted engines.
The speed of sound changes at different atmospheric pressures. This means that what works under partial vacuum conditions in the intake won’t work under boost unless the runner length is tuned for the boost pressure and the rpm.
It might be possible to deflect the shock wave into the next cylinder by putting a small deflector on the plenum wall above the runner, position it so that air headed towards the cylinder is directed down the runner but air reflecting off the valves doesn’t strike a flat surface when it leaves the runners.

[randywelch]

This is a great tutorial on intakes systems. Thank you

[RedneckTipsByScott]

I haphazardly welded together a sideways tunnel ram for a Saturn wagon with a Pontiac Eaton m62. The runners are about 4" long into a trough the blower bolts onto. No way to tune that computer, but zero boost it scoots. 2"TB to a 3" TB, header... It also shares the 7 tooth reluctor, but it's a non cam sensor speed density setup. It runs awesome no boost, barks the 1-2 shift, and still gets 19.6 delivering pizza

[edugj]

1:01 Why some of the newest engines have their manifolds (usually exhaust) as part of the cylinder head, in one piece. Increased efficiency, but it's harder to maintain and modify.
The resources and extensive research from OEMs can lead to some crazy solutions.

[craigfiles]

Another informative video, you need a po box set-up