Wow Look at this manifold!

No, it wouldn't bolt onto a Gen III.
Strange (to me) why they didn't take advantage of a cross-feeding plenum to gain more length on the runners (like our Gen III Intake), instead of going straight down to each cylinder head port.
 
Ronnie what is different on intake portion of the gen 4/5 head that is different then ours? As in why wont it bold up?
I know you can bolt gen4 (don't think anyone has ever attempted 5) on our gen 3 blocks.
Thanks!
 
Hello GS

I've never looked into the differences very far but the photo shows side by side mounting holes while ours on the Gen III are staggered, for starters.

Intake manifolds can make quite a difference. I've heard from some guys in Airflow at Fiat the Gen III wasn't that great a performance manifold (but I think it sure looks Lambo' Cool!). Others say it was "adequate"...not that useful a statement.

The Gen II, for example DOES provide considerably more torque in a very useful rpm range, so I thought I'd emulate the runner length AND I ported the Gen III intake to Gen II port size (which is the same size as the Striker Intake Ports).

The plenum will also get a nice capacity increase so, it should work well but if it doesn't for some bizarre reason, I can always put the stocker back on.


Cheers
 
Longer runners provide more torque (more cylinder pressure) in a specific rpm range.
Basically, the air keeps flowing towards the cylinder head after the intake valve closes and the air in the long port starts to compress like a spring. When the intake valve reopens, the cylinder can (and does) fill at over 100% (ram tuning). That's where the torque increases come into play. If that rpm range is the same rpm where the camshaft "phases" or when you feel the engine start to "pull", there is a major boost in power.
 
rottenronnie said:
Longer runners provide more torque (more cylinder pressure) in a specific rpm range.
Basically, the air keeps flowing towards the cylinder head after the intake valve closes and the air in the long port starts to compress like a spring. When the intake valve reopens, the cylinder can (and does) fill at over 100% (ram tuning). That's where the torque increases come into play. If that rpm range is the same rpm where the camshaft "phases" or when you feel the engine start to "pull", there is a major boost in power.
Click to expand...
What effect does it have on longevity of the piston rings?
 
Slow going so far and not very exciting...
Still need to cut way down on the sides so the attached port extenders can be welded in straight.
 
rottenronnie said:
Slow going so far and not very exciting...
Still need to cut way down on the sides so the attached port extenders can be welded in straight.
Click to expand...
You fabbing the extenders, or chopping up another intake and adding spacer material?
 
Ha!

Yes, with a big chunk of Aluminum, the right dimensions, a computer assisted lathe, Operator, some creative skill and enough money, you can make any design of wheel you might like.

Or, you can find a used one, put your tire on it and bolt it on. :)
 
Are they really worth the money?? Are the stock ones that bad??
Genuine questions.
 
A purpose-built Hogan or other properly designed Intake is part of a performance chain.

For example, bolting a tunnel-ram on a stock 340 engine wont do it any favors.
But a 340 that was completely built for racing would benefit far more.

So, the stock Gen III Intake isn't "bad" and works just fine with all the other components below it, with a lightly modified engine.
But at a certain point in engine modifications, the Intake Manifold (like any other component) becomes a bottleneck and you need to put things back in balance.
 
You must log in or register to reply here.

Latest posts

Support Us

Become A Supporting Member Today!

Click Here For Details

Random Media

viperhauler 14
DESRT10
2672.jpg
viper build 001
Back
Top