Build Your Own Intake. Or Just Watch Me Do It. Whatever.
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- Опубликовано: 13 июн 2022
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Accurate engineering, better planning than the company I work for.
RIGHT?!?! That's engineering where I'm from. In fact it's better because you at least know where to look if it doesn't work right.
The best engineering is someone else's.
Cost
Right at least he ran the numbers before he ignored them.
@@dontimberman5493at this point i just look at the formulas before ignoring them completely
“It’s not the length of your intake runners that matters, it’s the length of your di”
Had me rolling because I didn’t see it coming.
Dipstick?
Me too!
I went straight to the comments
the weakly deadpan "I'm a lather" also got me
As usual Matt, you have the knack of explaining complex subjects in a way that even I can understand. As well as making me laugh regularly during your clip. I don't think I will use this information, but I'm certain my life is richer from having it explained to me. In order to make your life richer, I have sacrificed at the altar of the algorithm...
Talent on many levels..
All hail the algorithm.
Im new to this channel as im doing research on how to do a project like this of my own, and i can say that is almost exactly what i was thinking when i started watching his videos. 10/10 Matt, easy to understand and funny too :D
The art of half-assing it, SFM-style ... salvete omnes algorithmus.
Salve amicus. Ave Algorithmī!
Bodge
Source film maker?
@@user-cu4mo8hv1f that's a very different kind of video lol.
@@tissuepaper9962 Thank you for saving me the time, though I don't think Sofaking got the poin.
What do I remember from a 13 minute video containing high level explanations on pressure waves, intake runner tuning, fabrication, packaging and airflow design?
Bunghole will never not be funny
Heheheheheh
Matt is better at comedy than welding
I love when you lathe things, I really hope to see you lathing more parts on your lathe, with which you use to lathe things.
I read 'hate things'
He who lathered lathes laughs last.
I also enjoy him spinning parts on his lathe.
I really love the lathey nature of those lathen runners you lathed.
You both are such lathest!
They're magically lathe-licious.
Damn fine lathing
Had me in a lather just watching it....
I was just lathed back watching it...
I am not sure Matt, that engineering is kind of the engineering i see often on some pretty important stuff.
"... ignore the math and wing it." LOL
We built a PVC intake for my Honda engine to get the runner length we were looking for. $40 in toilet parts and glue. It works and we got 110 HP at the wheels on a dyno from an engine that's supposed to only make 115 at the crank.
bro I love following your builds, you don't just do a build montage, you don't just explain what you're doing as you build it, you explain it in a funny way that tricks my stupid brain into actually learning stuff! I've learned soooo much from you and I'm more than thankful for it. I'm sure I can handle a longer format video but at the same time I'm happy that you don't do that. these bite sized chunks are so much easier.
Dude, thank your for the epic distractions from my real life. Your channel is pretty much my favorite right now.
Giga Chad
@@juanmoorethyme3119 watch out!
Who doesn’t love the smell of non-engineering engineering in the morning.
I’m glad to know we both went through the exact same process of determining runner length.
I guess race car engine builders have the luxury of weeks on the dynos and an array of different length runners to be able to figure out the real answers for certain. I'm guessing the math gives more definitive quick answers for the exhaust runner side of things?
I built ITBs for my 452 cu. in FE Ford. Peak torque was up 10%, but peak power, when compared to a single plane manifold, was unchanged. David Vizard has a book on intake manifold fabrication. The formulas are wrong because the assume a closed end, like an organ. Looking at your design, I think you're spot on. The intake runner inlets are as good or better than trumpets. If you need more plenum volume, you can add a spacer to the throttle body. Sequential injection will smooth out your idle. At higher rpm it turns out that the injectors are 'on' longer than the intake valve is open so injector placement and injector timing have almost no effect on horsepower. I am an engineer also, and have researched this topic a considerable amount. I think you hit the nail on the head. I also run my engine on a megasquirt. I found no difference between sequential injection and batch fire. The engine make 552 hp and 600 ft, lbs. of torque. That's lb. ft. for you younger engineers. The ITBs allow a smooth idle and smooth operation at cruise rpm when using a cam with a race profile, Try to keep the air laminar from the air intake to the manifold, and above 100 mph there is a ramming air effect equivalent to about 1# of boost. Good Luck
Vizard is pure genius. Dude gets overlooked more often than not. The guy is a huge font of knowledge, that everyone tinkering with motors should pay attention to.
Personally I'd have chosen the longer manifold lengths that showed the highest torque ( 11 or 12") and carried it out well to the next harmonic. It's better to have run just over a peak than to almost get to one...more area under the curve. As long as the manifold runners are of adequate diameter...the slightly longer runners will still flow well...if you can fit them it's worth it IMHO. To keep the hoodline low you'd need to curve them...but for someone with the building prowess on display here that's not really much of an issue.
@@recoilrob324 He's running on the second wave reflection and then the 3rd wave reflection. Longer runners would kill the high end. A 7000 rpm racing chevy uses a 7" manifold runner, 12" total. A 13,000 rpm motor needs half that and he has 4" already in the head.
Rub the edge of your alloy with some fine sand paper & clean everything with acetone (including filler rod) before welding.
Also, put some tacks along the length of your part before you do a long weld, it will help with you edges burning away.
& a gas refill will make a huge difference!
I remember we hired out to a professional for most of our aluminum welding needs (esp 6061) because even the best prep can still produce nasty welds. I remember the guy saying there were all sorts of weird things he did to prepare (solvents, sanding, etc) and even still, if it was a bad batch you got nasty welds.
Decades ago I helped a friend build a custom intake for a MG Midget using a Datsun A-series engine, based on a dual Weber DCOE manifold and an aluminum airbox with Bosch K-Jetronic injectors firing at the runners from the other side of the airbox. While using no math at all and based on very little experience, the end result was pretty similar. As should be expected it was poorly suited to low speed... but it ran, and arguably better than the carbs used previously.
And, keep in mind, K-jet was actual overpriced hot German garbage
@@theprojectproject01 I don't know about overpriced, but was indeed German, and it worked. At least we didn't have to worry about injection timing... since it's a continuous-flow system. 😁
@@brianb-p6586 Hey, it's your life, spend it how you like. I myself could never get a K-Jet system to work. Part of the Why is because I was driving old shitboxes with it, and part is that I didn't know what the hell I was doing.
I would recommend trying out pre heating the aluminum, especially considering the size difference in the pieces being welded together. It also helps prevent cracking in the future since aluminum cools fast and it can cause the weld to shrink too fast.
The engineering genius that is Allen Millyard ruclips.net/user/AllenMillyard always sticks everything in the barbeque to pre-heat before welding :-)
Oh bloody hell Matt. Your super dry sense of humour never fails to crack me up. Therapist's should proscribe your channel as a treatment for melancholy. :D
I may have said this before, but huge thanks for putting in all this extra work to film, narrate, edit and upload these projects, mate. And just be aware that a lot of your loyal viewers know that if you DIDN'T do all the extra messing about needed to create your great content, you'd probably have had time to finish all your current projects ages ago.
A while back I decided to try filming myself doing a small lathe project (A simple tailstock die holder), but quickly realised that just making sure everything was in frame and lit to an acceptable level meant EVERYTHING took 3 times as long to do (it didn't help that I ended up starting one part again from scratch. Not because I screwed it up, but because the camera had spent the whole 45 minute of machining trying to decide if it should be focused on the work, the tool post, or the damn lathe bed !!!). I quickly gave up and finished the project without recording anything else. My attempt to join the (already crowded) ranks of engineering youtubers didn't even get to a point where I needed to think about annotating or editing that aborted mess of video clips. It was all just too much work and aggravation for (in my case) zero psychological or financial reward......... So once again, thanks for putting in all this extra work for us mate. Your efforts are not unrecognised.
Thanks for the kind words! I love reading comments like this.
Those top injectors remind me of the few race car intakes i've seen. One that really sticks with me had these floating carbon trumpets that rose and fell with RPM. The injectors were suspended above the trumpets but first sprayed into something like carb jets. The injectors moved in sync with the trumpets but didn't look like they were mounted to the same mechanism. It looked like it was using slide throttles mounted at the cylinder heads but somehow the trumpets looked like they were vacuum controlled.... beyond being completely confounded by controls those carb jets jumped out because of the air patterns after the jets. The fuel spread normally from the nozzles and hit the jets maybe an inch out. Then fuel/air collapsed and concentrated a bit past the jet and faned out as a super fine mist to hit the trumpet just as the diameter of the cone reached the runner diameter. I thought at the time it was for atomization but the way you explained the potential of 3 injectors feeding one cylinder i wonder now if it wasn't done to keep from crossing streams... Thanks for the knowledge!
4:13 You can open a link in a new tab using the middle mouse button, if you have one.
Or hold control key
I do preliminary design for things that, if they see the light of day, will get serious engineering analysis done later. Your work here pretty much sums up my job most days.
I don't need to learn how to do this. But I'm going to. 🍿
@4:32 .. I can assure you that 18.4mm is not 7.2 inches, or so my wife says. Uh. Wait. (It is, however, 182.8mm)
This project so deserves to succeed. I can’t wait to see it run.
The algorithms requires I note you are definitely going to need more brackets.
Love these. It's like my engineering/math fix, but you throw it out halfway threw the project and eyeball it. Love it!
Love everything you do sir! Keep it up!! Can't wait to see the project finished
I love the bellmouths that you CNCd onto the runners, they are amazingly critical on any suction element, I suspect that this intake will be revisited at some point before you go forced induction.
I appreciate the audibility. Blows my mind how many vids post with whisper quiet dialog.
I was on RIT FSAE way after that senior design project took place but we still had the variable intakes laying around! Very cool to see you refrence something I saw in person in our shop. Our engine dyno was also a senior design project at some point
OK, it's kinda actual engineering. When was the last time you had all the data you needed on a tight project timeline for your design? There is always a bit of "engineering judgement."
Woah, your explanation on how variable intake runners actually made sense when explaining rebounding pressure waves. Thank you for that.
So cleverness packed into a condensed form. Well done, sir.
Great subject matter :) and learnt the hard lesson about intakes on my FZR swaps there was tuning difficulties when not using the OEM intakes (no wonder yamaha used the same intake for multiple generations)
Thanks and keep up your hard work and appreciate the knowledge you provide
I am new to this channel and this is pure gold. Never seen such a knowledgeable and cool dude on tech related car-content yt before. Best greetings from germany🇩🇪👍🏼
This is gonna be a huge help on my capstone project. Love it
I really enjoy your content and commentary. Keep up the great work.
Another great production, thanks again.
Your welding makes me feel better about myself. Thank you. :)
Math just gets you to the right building, engineering is deciding whether to pay the fee at the door or just finding a rock to thrown through a window 🪟 . It's just a question of scrappyness and or necessity
Yeah it's like playing darts but you can't see the board or anything so you're playing blind. Math shows you the board and let's you see the bullseye, but it's on you to figure out where to aim, how hard to throw and how to arc it. Then it's experience that let's you actually make your arm do the thing
I was working in a shop that mostly did nissan and bmw racing engines. We designed a carbon fiber airbox for a bmw S50 hill-climbing engine and we would build an variable aluminum airbox to test different configuations on a engine teststand to make it perfect...tuning on na engines can get really crazy compared to turbo engines where you just add 100hp with a laptop and a cable...
This was fantastic information, im doing itbs on my duratec with an MS3 and the dual injector purposes were so much clearer after.
Love your work 👍
Just in time for my lunch break! I love all your builds as they teach so much.
Wow, this is a really amazing video. I'm not super into cars in general, but hearing about the engineering involved with getting a powerful engine was really interesting. Thanks
If the fuel line crossing the body line, then make another reason for it!
You can make a ram air intake/ air scoop infront of that crossing (aerodynamically speaking) so there's another reason for extra body while adding pressure for your intake system. You should run aerodynamic analysis anyway though, ansys workbench makes an easy tool for it
the rh/lh thread for the fuel rail has blown my mind, thank you.
I fell asleep while watching this and then woke up and rewatched it. I hope that contributes to your channel engagement. Keep making videos. You have me edged ready to see this run.
Great job! Fun to watch, very good explanation on some complex stuff as well.
Welding, your machined parts are causing contamination (in my experience). Bead blast parts (clean cabinet), Acetone parts, and a good clean filler rod works for me for 25 years.
Looking forward to this project, Very best to you!!
Never heard an explanation of intake lengths that made sense, thanks for that!
Just bought an HFT welder and started welding for the very first time yesterday, I am excited to use Send Cut Send to not only practice welding but to build neat 3D metal structures that would otherwise be costly and require machines / brakes that I don't have, thanks Matt!
The humor and frankness in these videos and disregard for making things 100% is excellent. The reality of shade tree engineering vs mass production is spot on. Plus bunghole. Huh! Yeah!
Ngl, after, like, 4 years in school learning about mechanics and aerodynamics and such, and a few more years of self studying, nobody has ever in my life been able to explain the air wave pulses so clear. I always knew "the theory" and such, that it does work, and that there are waves in the intake but this. This video is just a PERFECT explanation of how it really works. I love it.
That's a nicely turned taper you did using your turning machine!
Just a few hours ago, I thought about how much I genuinely adore your content, it is pure gold, even for some like me, who does not work in the field you excel in, nor have I any understanding of engineering or even some terms. But nontheless you provide immense entertainment 🙏❤️
Thank you for helping me not sleep with your amazing humour and learning stuff
Excellent work as always 👍
Flawless Work Matt
Very swag work on the plenums. I love it.
Nice job Matt - you've got the skills!
Love the editting. Lookig good!
I appreciate your "eh give it a shot" approach. Really helps guys like me who overthink it just go get started.
I will watch you do it. Sounds good thank you.
Love it man! Great commentary,
You lathed it! That really hurts my feelings. Mission success.
This has become my new favorite channel! you just described the S.W.A.G method! works at least 25 percent of the time!!
I absolutely love your videos, they are fantastic in every way!
I love the way you throw everything together 😂
As someone trying to design his own ITB setup, the fact that you looked at the data and then proceeded to "wing it" makes me all warm and fuzzy inside. I have no idea what I'm doing anymore.
Love your work Matt. Keep it up :)
I was lucky enough to do my part in skewing the algorithm in your favor today!
Google Opinion rewards asked me about your video. Told them how interesting and entertaining your video was.
All hail the algorithm!
always happy to see videos from you, you show the real struggles and how to conquer them.. i was wondering because of the limited space that you have why not going simple just like using a carburetor.. you could use 1 high cc injector or 2 just after the throttle body using the megasquirt with maf and o2 sensor to adjust the amount of fuel required
Matt, you're one of the few channels that's an instant-click when something new uploads. Thanks again for an informative, cool and fun episode.
Outstanding. What would be the cherry on top, is if you shatter world records with your wild guesses
I like the way you think. I could benefit from some of your thought processes lol! Love anything that makes fantastic HP, Torque & mechanical efficiency. The best teacher is experience, so don't be afraid to try different intake designs. I prefer my injectors as far away from the intake port as possible. Testing has shown some performance increases due to the fuel air mixing more thoroughly, but again, dyno testing & trials are best.
amazing channel, pure gold
Nicely done!
One little suggestion I have often seen used on formula student cars that sometimes backfire: put in a plug that can blow out kind of like a cork. Or you can also just plan on it to backfire to "dynamically" increase the volume of the airbox.
I have to admit you are one of the very rew engineers I've heard that actually have a sense of humour and are always so dour ..
This has quickly became one of my favorite RUclips channels. Can't wait for more videos and I intend to become a Patron or at least buy some merch. Trying to find other similar channels to hold me over till the next video. Other channels just don't seem to compare to Matt's way of presenting.
Matt, forget the algorithm I watch for the fun engineering and great commentary, "I'm made of lazy" cracked me up.
great video. the 3d printed parts have inspired me to do my own. got them on my bike engine today!
I did a school project years ago on exactly this subject. Ended up designing a working infinitely variable intake manifold for a single cylinder engine
I simply adore the amount of things done here that might need to be redone, "better".
I find your comments hilarious! Gives me lots of joy.
ive actually watched a ton of your videos. i do allot of custom stuff, and i appreciate those who do aswell. keep it up!
When you mentioned tuning intake runner length all I see are the four gargantuan runners on the Chrysler "cross ram" manifolds used on the old Max Wedge engines.
Awesome video Matt and very informative, glad I tuned in and watched this video as I’ll be fabricating my own itb manifold for my honda b16
I love this channel. Never change.
Thanks for making this i actually learned quite a bit about intakes that i didn't even know about
That is the best description of the rain behind variable intake runners that ever heard.
Great job kinda-ignoring the math!
Love your self deprecation, despite doing an amazing project with insight from all angles, machinist, fabricator, engineering, designer, race car driver. Go you!
I built a intake manifold for my TR6. There was some test data from Jaguar about intake runner length. And all those on line calculators, but they were about V8’s primarily. So, I winged it. 16.5” from bell inside common plenum to head, another 3” to backside of valve. Currently running MS3X. The goal was torque, preferably around 3200 RPM. Not much space in a TR6 engine compartment. Based on Mat Cramer’s advice at DIY Autotune, I linearly corrected the VE map to a set 14.7 AFR and the plotted the MAP isobars. My cam is allegedly a flat torque curve…..the isobars plotted to a peak around 3300-3400 rpm.
Each episode gets better and better. Love your "engineering" process 😅
I got sent this video from my brother. I don't know anything about cars but I like your funny jokes and your filming is very interesting. So 10 out of 10 video in my book.
"Since I AM made of lazy"...
I... you... you have never been more relatable ❤️
Love your videos! The content, personality, presentation, attention to details and all!
By the way, I don't know how your computer is set up but in most cases you can one click with the jog dial on your mouse to open new web browser tabs. You might have gone through the menu for effect but just in case. I am also made of lazy.
Intake pulsewave modification is something I didn't know I needed in my life
I super love the method to this madness! Or the madness to this method. Either way, this is fun to watch.