“An intake design considers carburetor or throttle body location, RPM range, cubic inches, cylinder head specifications, and a list of other variables as long as your arm,” Kieffer explains. “Our research time shows cases where very similar engines may only differ by a few hundred RPM at peak horsepower, but R&D has shown that a very different plenum volume benefits each one.”

Very nice work by Bennett, Kieffer, and others on the Ford Engine Project. Being a retired Ford Research Engineer for 39 years, doing boosting work for the majority of that time, I always like seeing good Ford Projects. The Wilson Throttle Body Size helps, the taper in the runners help, the roof shape helps,
If you are sending a lot of air to the rear cylinders and not enough fuel obviously you will starve the engine without a proper air/fuel mixture capability.

Each system, be it a big single Throttle Body (front or rear facing) with a large passenger mounted Inter-cooler has to be judged individually vs a dual
inter-cooler twin throttle body, center or bottom fed air manifold design.

The Bennett People have been in the boosting game for Fords all the way back to the first Vortech "A-trim" Superchargers.
Having really good CNC capability and excellent Fabricators really helps a lot.

Tom V.

 

I'm doing an engine very similar to this with the same cylinder heads for my new engine.

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here's a screenshot from me making the radiused inlets on my Grandpa's Sears Craftsman lathe. #ad

 

I am a fan or the radiused intake stacks inside the plenum too.
Tom V.

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D'ems are purdy!!!

 

I thought I would post up this link to a Uniquely Fabricated Intake manifold.
The intake was designed by the Engineers in the USA and Europe (the company I retired from after 39 years).
It used 3D Printing Technology to create the intake for Ken Block's Hoonitruck (basically built with a 3.5L Twin Turbo V-6 Ford Engine very similar to the engine/vehicle in my avitar on the left. The engine makes 900 HP.

I was asked years ago if I could create a Twin Turbo V-6 engine that would be able to live with 1000 HP for extended periods of time.
I said yes and we (Ford Engineering) created the Basic Engine Design Engine (in Ken Block's vehicle) to compete in the Ford GT Race cars for the 24 Hours of Le Mans in 2016.
Ford won in their class and was a full lap, (about 8 miles) ahead of the second place vehicle.
Now the Le Mans vehicles were not making 1000 HP during the race as it is 24 hours long BUT the Ken Block Truck has his engine closer to the max rated capability of the engine.

Here is a link to the article. https://www.hotrod.com/articles/hoo...D89D09C06CD02ABA32727DA6C69B94FFE81A512030C27

You will notice how the air goes into the throttle bodies, basically goes vertical, bangs off the roof of the intake at the front of the intake removing a lot of air velocity, and then flows evenly to the different cylinders.

Tom V.

 

Here are a few pictures convertered from an stl to a png. #ad
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I have the actual solidworks files somewhere. And what i believe/think/was told, was the actual G code file for that piece, though aside from knowing it was built using selective laser sintering I do not know much about it. I have to figure out what memory card i had put them on. The solid works one is cool as you can see whats going on inside it.
Powdered metal sintering is pretty cool tech thats for sure. Minimal clean up time and post processing, its really accurate, and reasonably fast compared to casting. I like that its one peice.

 

Oops ignore this post.

 

The Ford Intake Manifold in a few ways resembles the current design of the Mercruiser 1350 Twin Turbo Intake.
Tall straight runners to a intake plenum, Vertical runners from the Electronic Throttle Bodies to the Intake Plenum, etc.
https://www.perfprotech.com/mercury...intake-manifold/assembly/15773/140?model=1672

The difference in the Mercruiser design is that the air from the throttle bodies slams into a "cross-tube" (kind of like the roofof a bottom fed intake manifold).
Then it splits and goes into two plenums and those plenums feed the runners on each bank.

The Ford Intake I believe uses a common plenum but I might be wrong on that assumption.
There were several designs proposed.

Tom V.

 

Starting to weld the runners onto the flange

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I thought I would post up today some Pictures of some intake mods by members on a Pontiac Forum I post on.
The Forum is the Boost Section. A lot smaller vs the Turbo Forums but people are getting involved with Boost and Intake Manifold Designs.

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The two intake concepts will allow EFI and a generous Plenum Volume on a existing Intake design. The Victor Design could be shortened lengthwise for package and the Gutsram intake could be reduced in height because it has a V plenum in the lower manifold and does not need the lower floor of the LS plenum to be as tall. Shorten it to maybe 1" tall vs the factory 2.5" tall vertical walls. (Add a adaptor floor to bolt to the Tunnel Ran and you are good for an initial design.

Tom V.

 

I just had an idea here this is actually something that one of my friends cut me off it's made from a light pole it's 7 in in diameter on the inside and I compressed it down to make an oval shape and it looks like it's going to work hopefully the aluminum is going to be fine it's probably a higher density stronger aluminum here's some pictures. This intake manifolds going to have to 70 mm throttle bodies. The volume of this intake plenum is going to be right around 695 cu in. Of course that's before I'm going to cut the whole section off the front half of the intake on a slant.
1 1/2 times the engine size is going to be 645 cu in.

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Thanks for shedding some "light" on your design!

 

To flatten it out and do an oval all I did was put it in my hydraulic press laid it on a flat piece of steel with a piece of square box channel on the top and squished it down.

 

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Anybody want to comment on the plenum shape. The throttle body area will be slanted up at an upward angle.

 

One BIG thing, about that large diameter plenum, as soon as it passes by the throttle blade, it will basically see a very large volume and the speed of the air will drop over time but the Air Stream" will have little effect on the overall plenum so the runners should be happy with the air inside the plenum.

Kind of like if you have a engine running on a dyno cell, you can open a door and the air coming into the room will have little effect on the overall room volume of air. There will always be some change. But not like a very small plenum robbing air from given cylinders due to air velocity.

Tom V.

 

So you said the airstream will have little or no effect on the plenum so should it be advisable to maybe put a slant or a curved slant on the opposite side of the throttle bodies shown with the black line in the picture

 

Post up a drawing, not sure I understand your question.

Tom V.

 

As velocity goes down pressure goes up. So the front cylinders will tend to get beter distribution and not be starved after the TB, right?

 

So the opposite side of the throttle body will have a long tapered slope

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