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If you are just cruising around at 3XXX rpms and the majority of your driving is at such a condition (off boost cruising) wouldn't you want your intake plenum designed to make your car as efficient and responsive as it can be in such a circumstance? And talking about torque peak, don't you want your intake plenum tuned runner design set up to peak when you are often in "NA mode" (off boost)? You say (and it makes perfect sense) tuned runners become a moot point and even a detriment (due to their length) under boost. But, on the street I am not punching the throttle at 2XXX rpms and watching the car reach positive boost by 3600 RPM. I am generally cruising around at 3XXX RPM and I like the idea of a tuned runner design for when I am off boost cruising around and then stomp it to help the NA torque peak arrive as I am coming off vacuum and into boost (seems ideal for a minimal lag, responsive street car IMO). I would say the modified for larger TB, port matched stock plenum is ideal for the Z car enthusiast that wants the ultimate in a somewhat efficient, response street car with minimum lag and still great top end (the JWT 400+ cam customer). But for your top end more race set up cars, I can definitely see where this design should offer worthwhile gains (the JWT 500 cam customer). If the top end end benefit is DRAMATIC and the off boost penalty is MINIMAL I would consider this solution. But, I remain skeptical of such a result if only because of the upstream bottleneck the charged air already goes through (that crazy mess of intake pipes) before it reaches the manifold. Until I see those results I will stick with my Nixit-spec sawzalled, sanded, polished, drilled, grinded, dremmeled, helicoiled, welded, filed, machined flat, port matched, powdercoated, plenum -- fitted with dual Stanza 60mm TBs with Z32 "designed for boost" shaft seals. Unless, one day I am greeted by the properly scienced intake plenum fairy and I am left with a dual or single intake plenum that allows the hood to close, replaces both the upper and lower plenum, with an ideally sized surge tank area and finally and most importantly utilizes water-to-air heat exchangers for minimal intake piping length and bends.
m a g l i t o
SGP engine destroyed itself after 4k miles. New engine dropped in 11/05/2006. Details coming soon.
sig photo by me effects by ZXRider(SoCal)
The build up begins - progress - reassembly part one - part two
Hallett (MayFast2004) - Road America (OctoberFast2004)
-- \/ \/ comparisons/options/thoughts \/ \/ --
headlights and exhausts - wheels - tires - heads + manifolds
2005 Downshift calender photoshoot
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