Viper intake designs

[Jumpingjoe628]

Im just thinking out loud here but after looking at the design of our intakes and also the gen2, my question is why didn’t someone consider a central plenum design so that all the runners have access to the same amount of volume from the throttle body? What I mean is if you look at the intake runners at the front of the engine they are close to the throttle body while the runners to the rear cylinders are way in the back which effectively lengthens the amount of travel the air has to go in the duration the intake valve is open. I would theorize that the pressure would be slightly different the instant the valve opens from front to back (or actually from any other runner) due to they are all different lengths from the throttle body.

Looking at a SBC tunnel Ram intake or even a single plane, the runners are all centralized to the middle under the carbs, hence each are very close in length.

I know on a Viper car that there’d be clearance issues with a design like that but I’m wondering why no one ever tried to design a different intake manifold with a central plenum area for our trucks?

 

[rottenronnie]

Wet-Flow Intakes almost mandate a central location for at least "decent" mixture distribution.
Dry flow with port-injection (like ours) are more forgiving.
My guess...

 

[Jumpingjoe628]

Very good answer Ronnie!! I can only theorize that a centrally located air source leading to all the runners equally would only help with vacuum stabilization and throttle response. Maybe a touch more torque too. I guess the engineers chose fitment over an extreme design for their road vehicles. But I still wonder why no one has dabbled with making one Andy testing it to see how much changes.

 

[rottenronnie]

Remember the old slant sixes?
Their intake manifold was (more or less) crescent-shaped with arms curving into each of the 6 cylinders from a carburetor with an engine-central location.

The outer most arms (serving 1 and 6) were a smaller diameter than those way closer to the center of the engines say cylinders 3 and 4.

The smaller outboard runners were an effort to provide more velocity to the mix so, in theory all the cylinders were getting A/F arriving at the same time.

Here we go again: smaller runners, ports, valves, whatever = more velocity. Less CAPACITY at a certain point but more velocity.

Porting a Gen III (creating larger diameters) drops low rpm torque (due to slower traveling air) in favour of higher rpm hp.

 

[rottenronnie]

And then there are longer runners which can provide more inertia over a shorter runner, which equals more torque (ram tuning) in a specific rpm range (Gen II vs Gen III).

Fun stuff.

 

[Kiwi SRT10]

And then there are longer runners which can provide more inertia over a shorter runner, which equals more torque (ram tuning) in a specific rpm range (Gen II vs Gen III).

Fun stuff.

No my head hurts now
Thanks a lot Ronnie

 

[rottenronnie]

Guinness or a nice single-malt.

 

[Kiwi SRT10]

Guinness or a nice single-malt.

See there ya go. True identity shown there, an american would have a bourbon lol

 

[rottenronnie]

I've never tried it.

 

[Kiwi SRT10]

aren't you supposed to be asleep??

 

[rottenronnie]

Okay Dad.

"But it's only 10 o'clock!!!"

 

[rottenronnie]

P.M.

 

[Kiwi SRT10]

Okay Dad.

"But it's only 10 o'clock!!!"

oh so you are mountain time sorry yes 10 o'clock I suppose you can stay up a bit later....but only if your homework is done

 

[rottenronnie]

Just finished lashing 20 valves on my truck so, yes, it's time to grab a few Zees.