Flow numbers on 1g intake

[telnut]

Hello everybody,

I went to search to fine flow numbers on 1g intake manifold and all of the links I checked came back no file found. I know they are there or were there awhile back. Can somebody point me to the correct data.

Thanks for your time
Telnut

 

[gsxeclipse97]

203 cfm's

 

[telnut]

Wow that's alot lower than I remember. I wish I could find the flow bench numbers. I know it was on this site at one time. I thought is was up around 400cfm. Thanks for the input.

Telnut

 

[gsxeclipse97]

that is from the flow bench when they compared the 1g to the Cyclone which i have. that one is 201 extruded and honed it flow 5 -10% more air but that only if its bolted to a head that is port matched at WOT

 

[telnut]

I live in Nevada and one of my customers is a retired engineer from Chrysler. he specialized in engine development. He asked me to collect flow information for intake, heads and exhaust. He thinks he can play with the numbers and come up with some ideas has how to increase everything. He is going to contact some buddies that still work for Chrysler and see if he can get the numbers from Mitsubishi. He's bored now that he is retired and likes to hang out around the shop for something to do.
He has some interesting idea's that we are going to play with.

Telnut

 

[wt71gas]

FFWD has it on there site linked here:

http://www.ffwdconnection.com/intake_flowchart_data.htm

Hopefully thats what you are looking for. FFWD knows their stuff and all readings were taken off a Superflow 600 which is no slouch of a company either.

Wayne

 

[telnut]

That is the numbers I was looking for thankyou very much wt71gas.

telnut

 

[wt71gas]

On a side note stock cams are about .350 lift so on a stock 1g intake manifold it would be about 223cfm. 272's are closer to the .400 lift mark which looks like it adds another 10cfm to a total of 233cfm

 

[gsxeclipse97]

hmm..well the site i got the information from no longer works but it has been three years since i went to it but they were doing a test on comparing the galant vr4 with a cyclone and a they came up with 201 cyclone and 203 usdm in take manifold. If your asking about the heads them selves thats a completely different story and including cams.

 

[Cs4g63]

This also gives some more information but it includes the head in the tests. It still has some good information.
http://www.dsmtuners.com/forums/showthread.php?t=53893

 

[gsxeclipse97]

Wow that crazy the cyclone flow the same as the 1g at maxium lift but less through the everything else. So that means it should slow you down but that is not what happens does anyone know if anyone has done a flow test with the cycolone working the way its supose to?

 

[srumel]

Taken from Wikipedia:

Variable Length Intake Manifold (VLIM) is an automobile engine manifold technology. As the name implies, VLIM can vary the length of the intake tract in order to optimize power and torque, as well as provide better fuel efficiency.

* Swirl - Variable geometry can create a beneficial air swirl pattern in the combustion chamber. The swirls help distribute the fuel and form a homogeneous air-fuel mixture which ignites without engine knocking. At low rpm, the speed of the airflow is increased by directing the air through a longer path with limited capacity (i.e., cross-sectional area), but the shorter and larger path opens when the load increases so that a greater amount of air can enter the chamber. In DOHC designs, the air paths are often connected to separate intake valves so the shorter path can be excluded by de-activating the intake valve itself.

* Pressurization - A tuned intake path can have a light pressurizing effect similar to a low-pressure supercharger due to Helmholtz resonance. However, this effect occurs only over a narrow engine speed band. A variable intake can create two or more pressurized "hot spots", increasing engine output. When the intake air speed is higher, the dynamic pressure pushing the air (and/or mixture) inside the engine is increased. The dynamic pressure is proportional to the square of the inlet air speed, so by making the passage narrower or longer the speed/dynamic pressure is increased.

 

[gsxeclipse97]

So... what your saying is that having a cyclone will decrease the chance of knock. But There is a large difference between a low pressure super charger vs 15psi on a turbo.