@@young11984 the Slant 6 was like the original vr6, it's a design that is way overbuilt with all sorts of packaging compromises to fit the damn thing in its envelope. A Slant 6 with a variable length intake manifold could probably be very fun, but the damn thing wouldn't fit in a valiant engine bay without a big ol hump 😄
@@young11984 I remember reading some "theory" that the different lengths help optimize power across rpm and make it flatter but I don't know how much it actually does. I would like to see how it would do on the dyno if richard could test it.
Damn richard I appreciate the 3v love. Can we get some more videos? Maybe even how far you can actually take one with gapped rings for boost, stock cams, stock heads, stock internals. Turbo
It would be interesting to test the longer runner 4.6 3V Explorer/Mountaineer intake manifold in a 3V Mustang with the plenum opening modified to accept a Ford Performance dual 62mm throttle body. A boost in the midrange of the torque curve say, from 2500-4500rpm, would be nice if there's minimal loss above 5500rpm.
Better still, fabricate a variable length intake manifold with longer runners to boost midrange torque and shorter runners to widen the power band at the top end. An electonically controlled valve could open/close at ~5000rpm to switch between the two.
That manifold reminds me of when I first saw the original Taurus SHO engine, awesome! And, this manifold adds a lot more power down low where a street vehicle needs power.
It would have been interesting to know the boost pressure difference on that last setup, Stock to long tube intake. I bet the boost pressure was lower on the low RPM end and so was the temp rise out of the super charger. A bit of tuning might have made even more difference? Who knows.... It was a long time ago. I appreciate the fact you keep your videos on point and simple to understand. Keep it up!
The holley/jegs fabricated intake & ford racing performance are still being made & available! Also there's the gt500 throttle body upgrade using the adapter plate and even a monoblade TB upgrade that'll bolt onto the adapter!
An observation: the OEMs have had some episodes of poor engineering-or poor design trade-offs-in their history. Ford could have made the factory runner length longer, but didn’t. Chevrolet used very short runners on the Gen II LT1 series and killed much of the torque curve on those factory engines. Your point, made many times, is that basic flow dynamics don’t change under boost, they’re just emphasized. If you think of boost as just higher absolute pressure, that concept is a lot easier to visualize, at least to me. Great video, thanks Richard!
Richard Holder, Could you revisit the 3V intake test? Holley offers the 3V intake to run different upper plenums to run long/short runner EFi plenum & a plenum that has single carburetor flange the other has duel carburetor flanges. It's simular to the LS High Ram Holley makes for LS engine that has different height plenums & a carburetor option. Looks like Holley didn't spend much of the design budget on looks just more functionality. Looks to be a great intake for bracket racer or someone with fun street car wanting easy HP from 3V & boost. Be good blow thru intake, dual carb nitrous intake, or economical EFI intake thats not plastic & can handle boost & backfires.
@@mauricecooper176 oh definitely. Ford used the boss 6.2 sohc across baja, road courses, and most importantly drag racing. On top of that, they are no longer the top trim truck engine which drives the prices down on these older big blocks.
@@Prestiged_peck If someone tooled up a set of 4v heads for the 4+ inch bore size found with the Boss engines, we would have the end all be all combo for displacement and headflow.
I'm hoping to see him do something with the V10. I know they're just a 5.4 with 2 more cylinders.. but the fact that the 3v V10 never had the VCT means there are alot of em in running order. I hope it makes good power. The crank stability due to the throw angles and length worries me. Still excited to see it..
Damn, would love to have that intake to spool my turbo up sooner. Can you comment on what you used for your plenum? Do you recall how long the runners were?
Manifold looks awesome! I sometimes miss my old 3V (07 GT Premium w/3650) It wouldn’t hold a candle to any of the LS stuff I’ve since built, but it made great torque on relatively modest nitrous shots. At the time I loved it, the rods however did not. 😂
And an aftermarket intake definitely made a difference; I ran an Airraid system on mine, which required tuning but I was already tuned with basic bolt ons and a no tune required cold air kit then switched to the larger Airraid system and picked up more power with that + adjusting my fueling and MAF scaling for the new intake.
too bad your long tube intake never made it into production.it wouldve most likely sold well if the price was reasonable.that much of a torque increase in low to mid range would definately sold itself.well done.
I won't lie. But if you had ground the welds down and painted it...or just ceramic coated it...it would be worth it on looks alone. Lol, maybe...just maybe someone some day can get blueprints for a 3d printer? The 4.6/5.4 3v family of engines were pretty good and had potential but it was never really tapped except for a couple boutique shops.
I was thinking the other day that no one makes an intake that looks like an equal length set of headers. I’ve always wondered why the tubes don’t come together more like a collector I guess the bell mouth improves the runner entry condition by that much ?
Love your stuff man. I cannot think of anyone in history that’s done more testing on engines than you. What I’d like to know is, since blowers are almost instant power but a whipple is like 7000$, can you pick up a couple of those cheap V6 blowers on the internet, fabricate am intake, reroute the belts, and get something interesting? I’ve been thinking of this setup but I’m a broke single Dad with more imagination than money. Thanks for your consideration and keep up the info. I’m a motor nerd so it definitely scratches the itch.
Nice I’ll check that out. Yeah I’m just curious. And plus I guess I’m a glutton for punishment. Something like that intake or maybe something like that cross ram manifold on old Chrysler’s. You know, something to really make it difficult on me. Lol. Just a thought. If it wouldn’t work I’d scrap the idea. But if one will supply enough for a 3.0...then two good for 6.0? I might be dumb enough to try.
Low end torque breaks parts and breaks the tires loose. High end horsepower wins races and is more fun to drive. I like to accelerate, not blow the tires off the thing at the hit lol. And no, the answer is not a $2000+ motorsports grade computer with traction control capabilities. The answer is a centrifugal blower, a set of cams and the Ford Racing intake. Rev it to 7k and use the lack of low end as a chance to get the wheel speed up before the power comes on. Plus these things sound great up top.
Hey Richard can we see a cam test between two cams of the same duration and lobe sep, but cam A has .650 lift with 1.7 rocker and cam B has .650 lift with 1.85 rocker. My theory is the smaller lift lobe will have better valve float and valve train control and rpm potential because the lifter and pushrod move less. Please test!
Serious question, why do so many engines have rectangular intake ports when valves are round? Ford used a lot of round or oval intake ports that flowed very well and the oval port BBC heads are very good too. It would seem that there would be no, or very minimal transition from the port to the valve area if they were basically the same shape.
I would go with shorter runners NA to flatten the torque curve, but your intake worked very well with the centrifugal supercharger. I think you went too big with the runners. 350 hp should use 1-1/2" headers, and 1-5/8" or 1-3/4" intake runners (1/16" wall). long runners make more torque, but over a narrower rpm band. short runners make less torque, but over a broader rpm band.
The drop and torque could have been when the intake manifold runner controls open if you still have those on there working. It looks kind of like the c&l intake iirc
Wow I need that intake. Sux no one makes a good one for the 3v. All we have is the stock one Ford racing and a jegs. I personally have the Ford racing but it makes less power down low than the stock manifold and slightly more at higher rpms. But it does look good
There are a few more options out there if you look around in a forum or two that's still alive. But, they are all custom, all sheet metal high rpm/boost style and expensive as hell. But sooo worth it. I want a 3v gt real bad but, I'm just waiting for the one I want to come my way. I don't even know why I love mustangs so much. They are the most over priced car on the market today to be truthful. What people in my area are asking....they all on that stuff lol
@@lifeonadime4703 all cars are ridiculous right now. I’ve got a 3v and an old 2v 02 vert. I just would like something that would pick up the lower end tq a little. My motor really doesn’t get going till 4K rpm. Pretty much full bolt on, jlt cai, frpp intake manifold, twin 60mm gt500 tb, Howard rattler cams, under drive pulleys, longtubes, h pipe with no mufflers or cats, 4.10 rear gear and an zex wet kit on a 100 shot currently with a Lito tune. Just bought the 02 to daily drive because the plan is build the 3v bottom end so it’ll handle a little boost. Still haven’t decided on what boost. Really like a roots/twin screw blower cuz of the instant tq but I know the turbo would make more at peak. Decisions decisions. I’ll have plenty of time to make up my mind though because it’ll be a few months till I have the money together to do either lol
@@LightningFast240 yea I just did the Ford racing manifold because it was the most popular or easiest to find I guess. It wasn’t till after I bought it that I found out it kinda sucks at lower rpms but really I didn’t notice much loss down low but I did install the Howard rattler cams and a set of longtubes all at the same time when I added the intake so I guess the longtubes made up for the low end loss I got from the intake. But after all that there was a very noticeable gain. Car pulls hard all the way to 6300-6400rpm now when n/a. And when on the bottle i don’t think it really matter what intake is on it lol.
So far the car has gone 12.88 @ 113mph on motor and 11.9 @ 121mph on a 100 shot both were very crappy 60ft times 2.2 the 12.88 on motor was ran before I put the intake longtubes and cams in at the track. The 11.9 was with all that on plus the 100 shot on the street using a draggy. Trying to go 11.5 on the bottle with the current setup which I think will be very doable just gotta get the suspension lined out. I have rear adjustable lowers with relocation brackets adjustable upper with adjustable bracket and an adjustable panhard bar but none of that was installed for either of those runs. Haven’t been able to run it lately. Right now the car is running super rich at wot. The afr is fine all the time but the second I go wot it bottoms out my gauge at 10. So I’m trying to figure that out at the moment
You should have a couple one pice intake / exhaust flanges made for the 292 and send them out to fans with welding skills to build some one pice custom header tubular intake manifolds to test. Any welders in here? Im just a booger welder at best.😂
Did you discover a limit like at 16" of tube vs 12" the tq gains weren't worth it or did it continue to shift predictable all the way to your max length?
2" shorter runners and 1/8 bigger tubing would be essentially making a TBSS version for the 3v. I say that because the TBSS/NNBS/GMT900 runners are bigger but shorter (by 2") than the first gen LS truck intake manifold.
@@richardholdener1727 I know you said a while back you would but I know it's hard to all of these engines, but really curious what an Le5 can do whenever you can do It
What I have not seen yet is someone trying truly FAT but long intake runners to try to have the best of both worlds. Example: 3" diameter tubing that still has a lot of length per runner. This should, in theory, shift the peaks around a bit and allow more top-end breathing.
@@richardholdener1727 No, it would taper down. Trying to add enough CSA to avoid choking at high rpm. Since overall flow of long-runner intakes is choked by the limited normal-diameter tubes, having substantially larger tubes could allay that problem until beyond your working RPM range. The harmonics would be altered by the larger diameter, but would it be useless at low RPM? Short runners provide the least resistance between a big, fat plenum and the valve, and long runners provide the momentum of the column of air. Would extra-large runners that were still long just be a disaster or would they shift the power around the RPM band? The super-tall mega ram or whatever that was tried had awesome torque increase at lower RPM, but those long tubes cost it dearly at higher RPM. I was curious what effect having long runners but with a large diameter would have. Also, not all driving is done at WOT, so there is that, too. Something that is great at WOT might be ungainly at partial throttle.
This is literally what hot rodding is all about , making something work better with things that don't exist yet . Very cool
Now do it on Atlas, custom head, custom intake, custom cams
I did an Atlas manifold
Long runners almost always for the win. Those Chrysler engineers of the early 60’s were onto something
Those slant 6s should have made 400lb ft then lol
@@young11984 How long are those though
@@DarkLinkAD the end runners were super long for what they were but center cylinders were short, made no sense on the design
@@young11984 the Slant 6 was like the original vr6, it's a design that is way overbuilt with all sorts of packaging compromises to fit the damn thing in its envelope. A Slant 6 with a variable length intake manifold could probably be very fun, but the damn thing wouldn't fit in a valiant engine bay without a big ol hump 😄
@@young11984 I remember reading some "theory" that the different lengths help optimize power across rpm and make it flatter but I don't know how much it actually does.
I would like to see how it would do on the dyno if richard could test it.
Damn richard I appreciate the 3v love. Can we get some more videos? Maybe even how far you can actually take one with gapped rings for boost, stock cams, stock heads, stock internals. Turbo
That intake manifold is awesome both in actual results and appearance.
That is a very trick looking custom intake, and it really works with those aluminum valve covers.
It reminds me of the old SHO intake
It would be interesting to test the longer runner 4.6 3V Explorer/Mountaineer intake manifold in a 3V Mustang with the plenum opening modified to accept a Ford Performance dual 62mm throttle body. A boost in the midrange of the torque curve say, from 2500-4500rpm, would be nice if there's minimal loss above 5500rpm.
Better still, fabricate a variable length intake manifold with longer runners to boost midrange torque and shorter runners to widen the power band at the top end. An electonically controlled valve could open/close at ~5000rpm to switch between the two.
That manifold reminds me of when I first saw the original Taurus SHO engine, awesome! And, this manifold adds a lot more power down low where a street vehicle needs power.
It would have been interesting to know the boost pressure difference on that last setup, Stock to long tube intake.
I bet the boost pressure was lower on the low RPM end and so was the temp rise out of the super charger.
A bit of tuning might have made even more difference? Who knows.... It was a long time ago.
I appreciate the fact you keep your videos on point and simple to understand.
Keep it up!
One of the best shows on you tube.
The holley/jegs fabricated intake & ford racing performance are still being made & available! Also there's the gt500 throttle body upgrade using the adapter plate and even a monoblade TB upgrade that'll bolt onto the adapter!
And that was more informative than public school
Duuuuuude awesome. I'd love to see a full 3V build. I think I commented that on another video.
Richard Holdener,
Your the man!!!
There's a guy who has built one to hold 1k HP. I think the channel is Four Eyes.
@@PureCountryof91 he's slow tho lol
An observation: the OEMs have had some episodes of poor engineering-or poor design trade-offs-in their history. Ford could have made the factory runner length longer, but didn’t. Chevrolet used very short runners on the Gen II LT1 series and killed much of the torque curve on those factory engines. Your point, made many times, is that basic flow dynamics don’t change under boost, they’re just emphasized. If you think of boost as just higher absolute pressure, that concept is a lot easier to visualize, at least to me. Great video, thanks Richard!
Richard Holder, Could you revisit the 3V intake test? Holley offers the 3V intake to run different upper plenums to run long/short runner EFi plenum & a plenum that has single carburetor flange the other has duel carburetor flanges.
It's simular to the LS High Ram Holley makes for LS engine that has different height plenums & a carburetor option.
Looks like Holley didn't spend much of the design budget on looks just more functionality.
Looks to be a great intake for bracket racer or someone with fun street car wanting easy HP from 3V & boost. Be good blow thru intake, dual carb nitrous intake, or economical EFI intake thats not plastic & can handle boost & backfires.
If you do a big bang v10 triton, I'd love to see your custom intake solution on that big mod motor.
As much as I want to see the V10I think the 6.2 Ford would be a lot more interesting now I think it has a lot of potential
@@mauricecooper176 oh definitely. Ford used the boss 6.2 sohc across baja, road courses, and most importantly drag racing. On top of that, they are no longer the top trim truck engine which drives the prices down on these older big blocks.
@@madmod yes, and they never did get a 4v cylinder head, but eventually someone will make a 4v head, and we'll have a helluva motor!
@@Prestiged_peck If someone tooled up a set of 4v heads for the 4+ inch bore size found with the Boss engines, we would have the end all be all combo for displacement and headflow.
I'm hoping to see him do something with the V10. I know they're just a 5.4 with 2 more cylinders.. but the fact that the 3v V10 never had the VCT means there are alot of em in running order. I hope it makes good power. The crank stability due to the throw angles and length worries me. Still excited to see it..
Damn, would love to have that intake to spool my turbo up sooner. Can you comment on what you used for your plenum? Do you recall how long the runners were?
Manifold looks awesome! I sometimes miss my old 3V (07 GT Premium w/3650)
It wouldn’t hold a candle to any of the LS stuff I’ve since built, but it made great torque on relatively modest nitrous shots. At the time I loved it, the rods however did not. 😂
And an aftermarket intake definitely made a difference; I ran an Airraid system on mine, which required tuning but I was already tuned with basic bolt ons and a no tune required cold air kit then switched to the larger Airraid system and picked up more power with that + adjusting my fueling and MAF scaling for the new intake.
Your truly a Mythbusters for horsepower. Great work as always 👏
Would love to see how one of these would do on a coyote compared to the other intakes out there.
too bad your long tube intake never made it into production.it wouldve most likely sold well if the price was reasonable.that much of a torque increase in low to mid range would definately sold itself.well done.
I won't lie. But if you had ground the welds down and painted it...or just ceramic coated it...it would be worth it on looks alone. Lol, maybe...just maybe someone some day can get blueprints for a 3d printer? The 4.6/5.4 3v family of engines were pretty good and had potential but it was never really tapped except for a couple boutique shops.
Try to get your hands on a mark 8 motor, cheap way to get a 1000 horsepower capable aluminum block with nice heads as well
Heck yea finally some 3v action
I demand a Super Richie Double Throwdown LS truck intake manifold for all the torques when towing.
I've done those too
It be curious to see if shortening those runners would give back the top end, but keep most of the bottom end.
it won't
I was thinking the other day that no one makes an intake that looks like an equal length set of headers. I’ve always wondered why the tubes don’t come together more like a collector I guess the bell mouth improves the runner entry condition by that much ?
Love your stuff man.
I cannot think of anyone in history that’s done more testing on engines than you.
What I’d like to know is, since blowers are almost instant power but a whipple is like 7000$, can you pick up a couple of those cheap V6 blowers on the internet, fabricate am intake, reroute the belts, and get something interesting?
I’ve been thinking of this setup but I’m a broke single Dad with more imagination than money.
Thanks for your consideration and keep up the info. I’m a motor nerd so it definitely scratches the itch.
I put a junkyard M90 on a 4.8l ls (didn't work very well), also the Cadillac blower with adapters (that worked well)
@@richardholdener1727 yes I watched that. Not enough air but two?
Mmmaybe. Anyway, hard pressed to find a video of yours I haven’t watched. Good stuff
I saw a cool video about how they built the dual blower motor for mad max fury road. Its a cool watch
Nice I’ll check that out. Yeah I’m just curious. And plus I guess I’m a glutton for punishment.
Something like that intake or maybe something like that cross ram manifold on old Chrysler’s. You know, something to really make it difficult on me. Lol. Just a thought. If it wouldn’t work I’d scrap the idea. But if one will supply enough for a 3.0...then two good for 6.0?
I might be dumb enough to try.
Ford Racing sells a nice looking intake manifold. Use boost to fix the lack of low end.
Or you can use a manifold like this with boost and need traction control to control the boost at the bottom end, and have WAY more fun.
The problem to the low end is more timing.
the problem to the low end is not timing
Low end torque breaks parts and breaks the tires loose. High end horsepower wins races and is more fun to drive. I like to accelerate, not blow the tires off the thing at the hit lol. And no, the answer is not a $2000+ motorsports grade computer with traction control capabilities. The answer is a centrifugal blower, a set of cams and the Ford Racing intake. Rev it to 7k and use the lack of low end as a chance to get the wheel speed up before the power comes on. Plus these things sound great up top.
@@richardholdener1727 honestly I've had different experience with that but yes your right, it's not the "fix all" solution
Very clean work . Looks like oem
Absolutely amazing content sir
Hey Richard can we see a cam test between two cams of the same duration and lobe sep, but cam A has .650 lift with 1.7 rocker and cam B has .650 lift with 1.85 rocker. My theory is the smaller lift lobe will have better valve float and valve train control and rpm potential because the lifter and pushrod move less. Please test!
Serious question, why do so many engines have rectangular intake ports when valves are round? Ford used a lot of round or oval intake ports that flowed very well and the oval port BBC heads are very good too. It would seem that there would be no, or very minimal transition from the port to the valve area if they were basically the same shape.
Because of packaging. Pushrods/valve trains and head bolts get in the way. And you still need water passages to cool off the mess.
Excellent work with that custom intake manifold. That thing would sell like hot cakes. What’s the runner length?
We need more 3v combo dyno videos lol
I would go with shorter runners NA to flatten the torque curve, but your intake worked very well with the centrifugal supercharger. I think you went too big with the runners. 350 hp should use 1-1/2" headers, and 1-5/8" or 1-3/4" intake runners (1/16" wall).
long runners make more torque, but over a narrower rpm band. short runners make less torque, but over a broader rpm band.
long runner made more torque from 0-5500 rpm, was the header primary size listed?
I would like to make a intake for the 5.4 4v. I can’t source flanges.
Do you remember the tube length on the runners? I want to reproduce this for a 5.4 I'm building.
Thank you Mr Holdener!
The drop and torque could have been when the intake manifold runner controls open if you still have those on there working. It looks kind of like the c&l intake iirc
good call
I traded my 06 mustang gt for a pontiac g8 gt; but for some crazy reason I still rather have the mustang back instead.
Wow I need that intake. Sux no one makes a good one for the 3v. All we have is the stock one Ford racing and a jegs. I personally have the Ford racing but it makes less power down low than the stock manifold and slightly more at higher rpms. But it does look good
There are a few more options out there if you look around in a forum or two that's still alive. But, they are all custom, all sheet metal high rpm/boost style and expensive as hell. But sooo worth it. I want a 3v gt real bad but, I'm just waiting for the one I want to come my way. I don't even know why I love mustangs so much. They are the most over priced car on the market today to be truthful. What people in my area are asking....they all on that stuff lol
@@lifeonadime4703 all cars are ridiculous right now. I’ve got a 3v and an old 2v 02 vert. I just would like something that would pick up the lower end tq a little. My motor really doesn’t get going till 4K rpm. Pretty much full bolt on, jlt cai, frpp intake manifold, twin 60mm gt500 tb, Howard rattler cams, under drive pulleys, longtubes, h pipe with no mufflers or cats, 4.10 rear gear and an zex wet kit on a 100 shot currently with a Lito tune. Just bought the 02 to daily drive because the plan is build the 3v bottom end so it’ll handle a little boost. Still haven’t decided on what boost. Really like a roots/twin screw blower cuz of the instant tq but I know the turbo would make more at peak. Decisions decisions. I’ll have plenty of time to make up my mind though because it’ll be a few months till I have the money together to do either lol
Lol the ford racing does well with nitrous. I wish dummies engineers from roush yates would make me a carbon fiber intake...
@@LightningFast240 yea I just did the Ford racing manifold because it was the most popular or easiest to find I guess. It wasn’t till after I bought it that I found out it kinda sucks at lower rpms but really I didn’t notice much loss down low but I did install the Howard rattler cams and a set of longtubes all at the same time when I added the intake so I guess the longtubes made up for the low end loss I got from the intake. But after all that there was a very noticeable gain. Car pulls hard all the way to 6300-6400rpm now when n/a. And when on the bottle i don’t think it really matter what intake is on it lol.
So far the car has gone 12.88 @ 113mph on motor and 11.9 @ 121mph on a 100 shot both were very crappy 60ft times 2.2 the 12.88 on motor was ran before I put the intake longtubes and cams in at the track. The 11.9 was with all that on plus the 100 shot on the street using a draggy. Trying to go 11.5 on the bottle with the current setup which I think will be very doable just gotta get the suspension lined out. I have rear adjustable lowers with relocation brackets adjustable upper with adjustable bracket and an adjustable panhard bar but none of that was installed for either of those runs. Haven’t been able to run it lately. Right now the car is running super rich at wot. The afr is fine all the time but the second I go wot it bottoms out my gauge at 10. So I’m trying to figure that out at the moment
Well Rich may not know the difference between a motor and an engine, but he can certainly construct a trick intake...
😄
Hey Richard, good stuff! What length tube did you end up with? Thanks
Not sure
You should have a couple one pice intake / exhaust flanges made for the 292 and send them out to fans with welding skills to build some one pice custom header tubular intake manifolds to test. Any welders in here? Im just a booger welder at best.😂
A little early for a spicy soda.. hmm spicy energy drink
I ADDED THE WRONG CLIP IN THE FIRST UPLOAD-DOUBLED UP ON THE NA SECTION! NOW IT'S TIME FOR SPICE
@@richardholdener1727 I'll watch it again
Did you discover a limit like at 16" of tube vs 12" the tq gains weren't worth it or did it continue to shift predictable all the way to your max length?
2" shorter runners and 1/8 bigger tubing would be essentially making a TBSS version for the 3v.
I say that because the TBSS/NNBS/GMT900 runners are bigger but shorter (by 2") than the first gen LS truck intake manifold.
what are the effects of changing intake port size
Question: how difficult is it to synchronize dual throttle bodies on an engine like this? Easier or harder than a dual carb setup?
From someone who owns a V12 Jaguar, easy peasy!
What happened to the dodge magnum content.? That’s why I subscribed.
YOU MEAN THE 6-8 VIDEOS POSTED RECENTLY
The piston flip and turbo
Is it a deep secret how long those runners were?
We tested many different lengths
Very impressive. Now do 4v 4.6
Could I buy an unwelded kit from you?
there is no kit
I know this has nothing to do with this video, but still waiting 4 months later for ecotec content
Lmao keep waiting
Never run any Ecotec stuff
Told ya lol talking thousands for like no power
@@richardholdener1727 I know you said a while back you would but I know it's hard to all of these engines, but really curious what an Le5 can do whenever you can do It
Do you still have that intake ya made? I'd like to buy it or another if you'd make one similar.
no longer have
@@richardholdener1727 Would you make another if the price was right?
Hell yeah nice
Real men make their own intake manifolds. Fact.
What I have not seen yet is someone trying truly FAT but long intake runners to try to have the best of both worlds. Example: 3" diameter tubing that still has a lot of length per runner. This should, in theory, shift the peaks around a bit and allow more top-end breathing.
DO YOU ALSO HAVE A 3-INCH DIAMETER HEAD PORT?
@@richardholdener1727 No, it would taper down. Trying to add enough CSA to avoid choking at high rpm.
Since overall flow of long-runner intakes is choked by the limited normal-diameter tubes, having substantially larger tubes could allay that problem until beyond your working RPM range.
The harmonics would be altered by the larger diameter, but would it be useless at low RPM?
Short runners provide the least resistance between a big, fat plenum and the valve, and long runners provide the momentum of the column of air. Would extra-large runners that were still long just be a disaster or would they shift the power around the RPM band?
The super-tall mega ram or whatever that was tried had awesome torque increase at lower RPM, but those long tubes cost it dearly at higher RPM. I was curious what effect having long runners but with a large diameter would have.
Also, not all driving is done at WOT, so there is that, too. Something that is great at WOT might be ungainly at partial throttle.
Re-Upload?
yes
Diy usually means :
Dick
It up
Yourself
😁
Heard that from an old timer👍
Northstar anyone?
Why are showing us a intake that you can't buy waste of time.
Sell or give away a CAD drawing of your manifold. 3D printing is a thing now.
its funny that you think there would be a CAD drawing
Personally I blame squirrels