The Salt2Salt racer will be visiting Bonneville again in August. We will
run our turbocharged flathead 6 again. Little smaller bore, and original
(but modified ) exhaust seats and two water pumps with intakes thru the
center two freeze plugs (cylinders 3 and 4 are hottest..). The subject came
up as to whether our intake manifold:
http://salt2salt.com/03_10_Update/Graphics/DiggerDaveManifold6.jpg
http://salt2salt.com/03_10_Update/Graphics/DiggerDaveManifold4.jpg
was favoring certain cylinders. It has three runners, is a log
configuration with the entry near one end. I've seen designs like this used
many times on injected engines. We have bell- mouthed the entry to the
runners. We just used a flow bench at 7" water column, 75.3 degrees F and
found that it would flow about 285 cfm. Variation on the individual runners
was less than 0.5cfm with each runner showing 94-95cfm. My question to our
learned list is whether "dry" flow testing is good enough for valid
conclusions regarding our manifold design when we are running a 110 octane
air/fuel mixture at an ambient 85 degrees F. We are running draw-thru with
that impeller spinning along at about 114,000 rpm quite close to the plenum.
Our plenum now is about 50% the engine displacement. We are having a very
spirited discussion amongst our group about whether the "wet" factor is
important. Do we really need the huge plenum and "reverse header-collector"
intake design that intuitively might make sense?
http://salt2salt.com/06_01_10_Update/06_01_10_Update.html
Other parameters:
buick turbo-regal turbo (Airesearch TB0301 .082A/R) 190 cubic inch
Rochester quadrajet from Buick turbo-regal 4500 rpm
8.5:1 CR
12-15# boost
Last year we dyno'd out at 17# boost, 231hp, 289 ftlbs torque.
Used surface gap plugs.hard to read. Valves and pistons didn't look
overheated, but we had a water leak into center cylinders..
Thanks in advance!
Greg Meyers
Salt2Salt racing team
Car 4594
http://salt2salt.com <http://salt2salt.com/>
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