awesome as always. I love IR systems after going to duel webber on my ac vw stuff from stock size motors up they increase everything with no down side once you tune them to your combo witch isant hard if you have half a brain. I would of liked to try them on my old 340 with 2x830 hollys on a weiand ram.( witch was very hard to beat ) I miss that car.thats my 1 life regret selling it due to cancer 31 years ago.( thus the stint for 16 years in the vw stuff.) now I just drive my tuned solstice gxp(turbo) ( but still have 2332cc&2393 cc rollercam ac vw motors I need to finish& put togeather or sell off. keep up the great work guys!!
The Butterflies in the velocity stacks are in a different spot than the stock manifold. How does the sonic wave bounce back from an open velocity stack? Enjoyed the clip, keep them rolling !!
Is there a book, or something like this, that talks, about internal combustion engine fluid dynamics very deeply? I would love to read it and, literally, tattoo it in my brain
Not to disagree but raise discussion. For decades now since the TPI system which we all know ran out of lung at the higher rpm but made little CI seem like the red light to red light racer they were and then John came along with his super manifold which created the volume of air but short runners he had brought fluid dynamics thought of the column of air behind the intake valve. Then the IMRC snails began to appear which made even better improvements on the idea employing the force of the column in the long small runner as the mass moved quicker to help a little engine get the torque then needed down low. I know you've got the dyno and etc but where is the proof of this pulse in the intake and yeah I get we reversion is. I am imagining some kind of pressure transducer hooked to manifold vacuum or maybe more than one along the length of the runner for you to conclude this. Purpose built and system designs like you talked about is also a John principal that changed us from the Smokey days of just bolt it on and see what happens to the dyno becoming the first place to look to avoid the "turd" We used to call those guys last part numbers because the must be the one to make the most power. Yep, I'm that old. I've been so pleased to watch the changes in knowledge of how power is built to durability and use of metallurgy. I had one client ask the other day what Kryo did and if I thought it was a good idea he was considering doing it to his machine.
The old gm tuned port injection (TPI) efi manifold from the 80’s used resonant frequencies for force air in. Problems, too small runners limit top rpm’s potential, too big and you loose the resonance frequency to ram air in.
awesome as always. I love IR systems after going to duel webber on my ac vw stuff from stock size motors up they increase everything with no down side once you tune them to your combo witch isant hard if you have half a brain. I would of liked to try them on my old 340 with 2x830 hollys on a weiand ram.( witch was very hard to beat ) I miss that car.thats my 1 life regret selling it due to cancer 31 years ago.( thus the stint for 16 years in the vw stuff.) now I just drive my tuned solstice gxp(turbo) ( but still have 2332cc&2393 cc rollercam ac vw motors I need to finish& put togeather or sell off. keep up the great work guys!!
The Butterflies in the velocity stacks are in a different spot than the stock manifold. How does the sonic wave bounce back from an open velocity stack? Enjoyed the clip, keep them rolling !!
Curious how the part throttle fuel economy suffers below 2000rpm.
When background music becomes foreground music!!!!!!
Idiot editors, I don't get it. I hate music on the videos. I'm here for the information.
Is there a formula for the length?
Is there a book, or something like this, that talks, about internal combustion engine fluid dynamics very deeply? I would love to read it and, literally, tattoo it in my brain
Not to disagree but raise discussion. For decades now since the TPI system which we all know ran out of lung at the higher rpm but made little CI seem like the red light to red light racer they were and then John came along with his super manifold which created the volume of air but short runners he had brought fluid dynamics thought of the column of air behind the intake valve. Then the IMRC snails began to appear which made even better improvements on the idea employing the force of the column in the long small runner as the mass moved quicker to help a little engine get the torque then needed down low. I know you've got the dyno and etc but where is the proof of this pulse in the intake and yeah I get we reversion is. I am imagining some kind of pressure transducer hooked to manifold vacuum or maybe more than one along the length of the runner for you to conclude this. Purpose built and system designs like you talked about is also a John principal that changed us from the Smokey days of just bolt it on and see what happens to the dyno becoming the first place to look to avoid the "turd" We used to call those guys last part numbers because the must be the one to make the most power. Yep, I'm that old. I've been so pleased to watch the changes in knowledge of how power is built to durability and use of metallurgy. I had one client ask the other day what Kryo did and if I thought it was a good idea he was considering doing it to his machine.
Love TPI Torque!!
Godzilla for the WIN! Love the content Lake, Ben great job
Where is the air filter?
The old gm tuned port injection (TPI) efi manifold from the 80’s used resonant frequencies for force air in. Problems, too small runners limit top rpm’s potential, too big and you loose the resonance frequency to ram air in.
13" rule. Decades old.
Explains why the 1995 Roush stage 3 intake on a Windsor was so awesome! Now add boost and hold on!
Nice manifold for a show performance car but I would bet a four barrel carburetor on a single plane manifold would out perform it
🇦🇺Australian engineering🇦🇺