Did get the front throttle body plate drilled for throttle bodies.

#ad

 

They might mean like a parallelogram from the way I read it. Like this would be easier to fabricate since you started with an oval tube. Just chop off the back and add a flat plate like you did on the other side
#ad

 

He's a very high-end intake manifold built by visner engine development. This particular intake is mounted on a V8 very similar to my engine (small block Ford Windsor) #ad

 

Does your Throttle Body actually sweep the lower part of the blades into the plenum FIRST like your drawing shows?
What Throttle Bodies will you use?
Tom V.

 

That looks like gt500 or 03 04/lightning bolt pattern. I might be wrong. Might be the big KB pattern too.
They open "top back" or better said, sweep the top backward and the bottom forward.
That is if its one of those tb's.

Tha mock up of the manifold looks good.

 

#ad
#ad
#ad
#ad
getting ready to weld it up. Still possibly going to make a modification to the back of the intake.

 

The throttle body shafts will be vertical. #ad

 

Thanks Tom V.

 

So interesting and well contained this thread. Got inspired to post my design, hope it's OK despite it being quite different both in respect to the V8's and powerlevels in the builds here.

Mine is for a 49ci motorcycle V-tvin. 4 valves per head and, for a bike, very mild cams. (Peak torque of 54lb-ft at 6500rpm in the NA form). Redline is at 9000.

The engine is getting EFI conversion and boost, the later by the means of a roots type Mercedes M45 type-3 supercharger. Hopefully improving the original numbers "slightly".

The main difficulty I face in the plenum design is packaging and awkward positions of the inlet ports in the head. Pictures below will show...

The choise of plenum volume is also a very difficult topic that I can't find a straight answer to. The engine is a two cylinder V-config that has 45-degrees between cylinders and also 30-deg additional as a crank pin offset. Nevertheless the resulting 75-degakes it very asymmetrical when it comes to inlet pulses. Basically the front cylinder will gulp a considerable portion of kept manifold air-mass from the rear cylinder, unless the plenum volume is very large.

Attaching some images, feedback is appreciated, or point and laugh I can take that too

#ad
#ad
#ad
#ad


Grinding electrodes builds character...
#ad


Rounded and de-jagged...
#ad

 

Welcome, always nice to see different internal combustion engines.
Back in the early 1980s I helped a Ford Engineer put a small turbocharger on his Harley Electra glide Bike.
Turbo was a T-3 Turbo designed for a 2.3 Liter Ford. He was a big guy, 6 ft 6 inches and 300+ pounds.
That turbo engine really moved him down the road. Carl Cramer was his name.
In your case, the boost will work fine with the right mods just that the packaging of a belt driven device will be a lot more effort.

Tom V.

 

Intake manifold coming along nicely. Did some finish welding still have to install the injector bosses. #ad
#ad

 

Any updates on your intake?
Tom V.

 

#ad


Some nice fabrication work here.
Will be interesting to see what kind of numbers it puts down on the track.

You can have $$$$$ and pretty Intake manifolds and you can have Functional Intake
Manifolds. Just depends on the skills you have and the time vs the $$$$$.

Keep posting those intakes.

Tom V.

 

Why the burst panel? Isn't there enough area or flow in the two blow-off valves to do the same job?

 

Blow offs dont have the reaction time to match an engine backfire.

 

If you look at the two parts for a minute, and how they are installed, you can see that they do two different jobs.

The "Blow-off Valves" are actually "By-Pass Valves" that divert the turbocharger or Centrifugal Supercharger
MASS FLOW to atmosphere when the throttle valve is suddenly closed. This keeps the Boosting Device (turbo or centrifugal supercharger) from Surging.
Surge with a turbocharger is hard on the Bearings and the Turbocharger Blades and Surge with a Centrifugal Supercharger
is hard on the same parts PLUS IT CAUSES VERY HIGH BELT LOADS AND MANY TIMES CAUSES THE DRIVE BELT TO COME OFF THE SUPERCHARGER PULLEYS.

Now a Burst Panel does a different job. Say you get a miss-fire in a cylinder, that causes a backfire in the Intake and Bonnet.
This Backfire can have a very high pressure spike in the Intake Manifold. The Burst Panel ruptures and allows the Extreme Pressure in the Intake to escape vs hurt the engine parts. The Burst Panel is a "one time and done" deal.

The By-pass Valve (or Blow-Off Valve) is a device that is working every time the throttle is closed and you get high manifold vacuum to open it. So two TOTALLY DIFFERENT parts, each with a specific job to do to protect the engine and its components.

Tom V.

 

Interesting and many thanks for the reply. Obviously, since there are many applications of burst panels it works and is necessary. I can see a lean-tip-in-backfire where the pressure spike could slam the butterfly shut and therefore cause an over pressure failure. However, a lean-tip-in occurs under partial vacuum and is not a full charge explosion. Retarded ignition, under the same partial vacuum conditions, shouldn't be as hazardous either. The most serious situation occurs during full boost WOT. In that case, the butterfly(s) are wide open and the extreme pressure has a direct path back to the blow off valves. If you compare the area of the two devices a 2" x 3" burst panel is 6 sq. in. and two blow-off valves, with a 2" diameter valve, is about 6.3 sq. in. While burst panels are available with different pressures I am assuming springs in blow-off valves are set to equivalent pressures to hold boost. However, Tbird mentioned the reaction time of the two devices is quite different and the burst panel has a safer, faster response. Also, the risk of the butterfly being slammed closed during a backfire is too great and not a safe alternative! Sorry for thinking out loud but now I see the logic.

 

To add. At boost , WOT , with a backfire occuring, a blowoff still wouldnt open if it could respond fast enough. They work on differential pressure and need vacuum.
In this situation, no vacuum will ever be made

 

I've blew the plenum off a SBF EFI intake at WOT from a backfire. BOV wouldn't have been open due to being WOT. Throttle blade was WOT but still a choke point compared the the backfire.

 

All good points. I will be designing a burst panel into my manifold.