RazMan
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| posted on 25/6/06 at 05:32 PM |
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Long intake pipe vs short?
Just pondering really - My alloy intake pipe has to be rather long (about 500mm) to place the K&N filter in a 'cold air' position in
the engine bay (middy btw)
Question: Is it better to have a long intake pipe with the filter on the end or a shorter pipe with cold ducted towards it?
Discuss 
Cheers,
Raz
When thinking outside the box doesn't work any more, it's time to build a new box
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Kissy
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| posted on 25/6/06 at 05:53 PM |
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500mm
I'd expect a very dodgy idle, but good top end if you haven't got icing problems by then. It does sound excessive, look at F1 and lesser
categories as a guide.
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Danozeman
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| posted on 25/6/06 at 07:16 PM |
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Id go shorter with cold air feeds myself. Much less distance for the air to travel..
Dan
Built the purple peril!! Let the modifications begin!!
http://www.eastangliankitcars.co.uk
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scoop
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| posted on 25/6/06 at 08:44 PM |
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And i thought it was short for top end and long for lower down torque?
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stevebubs
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| posted on 25/6/06 at 10:22 PM |
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Cat. Pigeons.
Now post this question on the se7ens list...
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Confused but excited.
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| posted on 26/6/06 at 07:59 AM |
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quote:
Originally posted by stevebubs
Cat. Pigeons.
Now post this question on the se7ens list...
Too subtle for me !
Keep taking the dried green frog tablets. 
Tell them about the bent treacle edges!
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RazMan
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| posted on 26/6/06 at 08:11 AM |
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Huh? You got me too Steve
Looking on eBay there are loads of so called 'induction kits' which have these long alloy intakes and a cone filter, in fact I once
installed one on SWMBO's Honda CRX. It didn't have a dodgy tickover. Can anyone explain the theory about this?
Cheers,
Raz
When thinking outside the box doesn't work any more, it's time to build a new box
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tks
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| posted on 26/6/06 at 09:12 AM |
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small
is for high rpm, high power..
long is for low rpm power... (wich is often converted to torque)
500mm would be long,
would make them as small as possible and make a scope with tubes wich points at them..
TKs
The above comments are always meant to be from the above persons perspective.
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martyn_16v
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| posted on 26/6/06 at 01:23 PM |
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I think a lot of people are getting confused with inlet pulse tuning, which is more applicable to itb's/twin carbs where there is a separate
runner per cylinder. In that case you are right that a shorter runner will produce benficial peaks higher up the rev range. However in a plenum inlet
the pulses only occur betwwen the plenum and the inlet valves, so the length of the tubing from air filter to throttle/plenum is of far less
importance in this respect. The major considerations here are adeuate diameter, and any heat transfer issues.
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C10CoryM
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| posted on 26/6/06 at 03:09 PM |
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Are we talking about intake runners or the intake pipe before the throttle body?
Sounds to me like its the latter. In which case the length of the pipe doesn't make a noticable difference on a street car but the cooler air
will. Keep it smooth internally (don't use dryer duct ) and have the inlet in a cool, high pressure area.
If we are talking intake runners, then its a whole different story.
[Edited on 26/6/06 by C10CoryM]
"Our watchword evermore shall be: The Maple Leaf Forever!"
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RazMan
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| posted on 26/6/06 at 04:17 PM |
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Looking at my original post, I may not have been very clear - I am definitely referring to the intake pipe that runs from the air filter to the TB. It
is smooth bore 100mm alloy tube so it won't be a restriction to the 65mm TB.
My V6 Duratec has dual length intake runners which DO make a difference to torque at low speeds and power at high speeds. Having said all that they
are an uneccessary complication on a lightweight car and I am going to remove the secondary butterflies & shafts, allowing maximum airflow and
leaving full control to the throttle body & ecu. This keeps things nice and simple.
Cheers,
Raz
When thinking outside the box doesn't work any more, it's time to build a new box
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