I bought this puppy from Albert as one of the first three on the market (first on a running car). I'm going to try to use as little engineering speak as I can to help everyone understand the benefits of the design.
Albert and I had been in discussion about plenum / runner design to incorporate into his manifold for some time. We talked about the basics. Plenum design, runners, throttlebody options etc.
First off, the plenum. After seeing several aftermarket manifold having corner welds cracking (due to shear effects on aluminum and weak welds) we decided on a "pressure vessel" plenum design. No corner welds, only welds in areas where they would be pulled, not flexed or sheared.
The plenum end cap is a dome, and the main plenum body a cylinder, to equally distribute pressure levels across the interior surface area. The entrance into the plenum from the TB flange is also a dome, to help the airflow expand, and reduce pressure drop and turbulence.
The plenum itself was intentionally designed to have a non-tapering roof, above the runners, so that each runner would have equal airflow volume do draw upon, to help reduce airflow starvation to runner #1 (closest to the timing belt), which is a design you see in the manifolds that both Brent Rau, and David Buschur ran in their full outlaw class dragsters.
Next up was the runner design. After BJ's stopped producing manifolds, with their runners being one of the best portions of their manifold, we decided to use tapering runners, to help increase airflow velocity into the head. Albert dimensioned the runners around a set harmonic value he won't disclose.
Because he takes great care in the way the manifold looks, as well as performs, instead of having twenty ports in the bottom of the plenum for boost or vacuum sources, he welded in 1 1/4npt bung. He also includes a vacuum distribution block that has seven ports in it to accompany your needs.
Finally was the baseplate. We decided against using protruding velocity stacks. Albert drew up designs for a rounded runner entrance, and dimensioned separate designs for both a 2g and 1g head design.
Unfortunately, the OEM 2g brake fluid resevoir bracket cannot be used, due to the 5L volume of the plenum. Albert includes a relocation bracket made from water jet cut aluminum and a T-bolt to hold it in place near the driver's side strut. A hole must be cut in the bracing of the hood in order to clear the cap of the reservoir.
Results so far. At 19psi of boost, and on the mods listed in my signature, I am flowing 51 lbs/min. The car lost no spool up time, and low end torque seems to be unaffected.
Mind you, this manifold is not designed to be used with turbochargers under 60 lbs/min capable.
Now on to the pictures.
Albert and I had been in discussion about plenum / runner design to incorporate into his manifold for some time. We talked about the basics. Plenum design, runners, throttlebody options etc.
First off, the plenum. After seeing several aftermarket manifold having corner welds cracking (due to shear effects on aluminum and weak welds) we decided on a "pressure vessel" plenum design. No corner welds, only welds in areas where they would be pulled, not flexed or sheared.
The plenum end cap is a dome, and the main plenum body a cylinder, to equally distribute pressure levels across the interior surface area. The entrance into the plenum from the TB flange is also a dome, to help the airflow expand, and reduce pressure drop and turbulence.
The plenum itself was intentionally designed to have a non-tapering roof, above the runners, so that each runner would have equal airflow volume do draw upon, to help reduce airflow starvation to runner #1 (closest to the timing belt), which is a design you see in the manifolds that both Brent Rau, and David Buschur ran in their full outlaw class dragsters.
Next up was the runner design. After BJ's stopped producing manifolds, with their runners being one of the best portions of their manifold, we decided to use tapering runners, to help increase airflow velocity into the head. Albert dimensioned the runners around a set harmonic value he won't disclose.
Because he takes great care in the way the manifold looks, as well as performs, instead of having twenty ports in the bottom of the plenum for boost or vacuum sources, he welded in 1 1/4npt bung. He also includes a vacuum distribution block that has seven ports in it to accompany your needs.
Finally was the baseplate. We decided against using protruding velocity stacks. Albert drew up designs for a rounded runner entrance, and dimensioned separate designs for both a 2g and 1g head design.
Unfortunately, the OEM 2g brake fluid resevoir bracket cannot be used, due to the 5L volume of the plenum. Albert includes a relocation bracket made from water jet cut aluminum and a T-bolt to hold it in place near the driver's side strut. A hole must be cut in the bracing of the hood in order to clear the cap of the reservoir.
Results so far. At 19psi of boost, and on the mods listed in my signature, I am flowing 51 lbs/min. The car lost no spool up time, and low end torque seems to be unaffected.
Mind you, this manifold is not designed to be used with turbochargers under 60 lbs/min capable.
Now on to the pictures.
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