ive seen short ass intake manifolds on hondas and extended manifolds from the toy EFI's..how it goes out and sweeps back towards the head??what is the purpose of the length of the intake???

 

Intake runner length affects Hp/Tq and where it occurs in the rpm range.

Longer runners usually give more low end torque, which is great for 4cyl trying to move a 4400 Lb truck at a maximum engine speed of ~6k rpms.

Shorter runners lose torque, but are great at making power at higher rpms. This is good for trying to move a 2300Lb car-spinning the smaller displacement engines into the 7-8krpm range.

 

an 89-95 22RE automatic xcab weighs about 2900 +/-150lbs.

i think a shorter runner for a turbo setup on a 22RE would help alot... you have a turbo

 

I was thinking of a 4x4. I could swear my 86 weighed something in the neighbor hood of 4000 lbs! I could be wrong,though. It's happened before! lol!

 

thanks guys i get it now.. its just like choosing headers!
im thinking of using the stock manifold, unbolting the throttle body side and start from here..either dual throttle bodies or a single monster throttle body!
hey does anyone know the size difference of a 3vze TB over a 22re TB??
doesnt seem to be much difference..

 

lol the 4WD weight is about 4000lbs, so you're pretty close.. 4wd wise haha

a 2wd reg cab is about 24-2500?

i know you can bore out the 22RE TB's.

 

to what extent??

 

it was several mm's if i remember.
i think some throttle body off the M series also bolted on. so we can get a Supra VAFM and TB! its a maybe, i still cant remember

 

Turbo setups seem to be more forgiving when it comes to intake runner length as far as I know.

Check it out, in an NA setup, the intake stroke is SUCKING air through the runner, which means that the size/shape of the runner(even in the head;all the way to the top of the piston) has a pretty dramatic effect on how much air can be sucked in, thus what the volumetric efficiency is of the particular engine. IIRC most stock N/A cars run at about 70% VE.

For instance, suppose your bore x stroke was 3.62in x 3.5in, respectively. Your cylinder volume would be ~36.004 cubic inches. Ideally, every time the intake stroke occurs, you'd end up with 36.004 cubic inches of air/fuel mix to be compressed in each cylinder. this would be 100%VE.

Due to restrictions in the path of air flow from ambient to the top of your piston, this does not happen. The air filter restricts flow, the size of the carb venturies or Throttle body restricts flow, size and shape of intake runners, valve size, hell...even the thickness of your throttle blades restricts flow to some degree. what you end up with is a 36.004 cubic inch container, holding only 25.203 cubic inches of air/fuel mix. This is 70%VE.

Turbo applications, on the other hand, are FORCING air into the cylinders, compressing as much as they can in there before the valve closes and cuts off the flow. This, in turn, means that a cylinder holds MORE air than it's calculated volume. Because of this, turbo engines tend to run at MORE than 100% VE. Take our 36.004 cubic inch cylinder from before. If it were being fed by a turbo @6psi, the air/fuel mix in the cylinder is PRESSURIZED @6psi when the valve closes. This means that there is MORE than 36.004 cubic inches of air/fuel mix. More like 38+ cubic inches (106% VE), leading to a denser air/fuel mix (more oxygen is always a plus for fires), and more compression, and bigger bang, and MORE POWER!!!

isn't math and science fun!?

 

You lost me @ volumetric...

 

I think I get what your sayin.

I would think a single throttle body, in the center of the plenum. Basically a 5.0 ford. 2JZ, or a 2RZ style. The end TB on the plenum of the 22RE doesent lend itself to being the most "balanced" setup. Which is more inportant than the "biggest".

Make sense?

And a bit about longer runners. The Longer runner is about getting a bigger column of air in motion so the inertia, (resistance to change of speed), of the air will help pack more into the chamber. Helping with the VE...

 

True story! Thanks Raffaelli!

 

I know it's MOPAR, but here is a good shade-tree explanation of how runner length affects power curves.

Money quote:

 

this makes me want to do math, and design an intake for a 22r and a holley 4bbl. picture it...kind of like a header, only in reverse, 4 tubes....4 barrels...coincidence?

Carb flange- 3/8" plate, drilled appropriately
4 tubes of equal length/diameter (this length/diameter is the math) bent accordingly
head flange-3/8" plate, also drilled accordingly....


If only I had a shop to do R&D in.......

 

i did my intake like this






all i had to do was unloom the wires and seperate the ones going to the afm and reloom them with some conduit and electrical tape

 

i tot of sumthing like this.. but with a single monster TB! but the 4 barrel sounds more appropriate!
and i already have a 4 barrel that i can grab from my wrangler!
my dads getting hammered with such bad mileage that he wants it off!

 

Wow lots of good info in this thread. Looks like ill make a long run. I always wanted to angle it down like that, hows the airflow like that though? Was thinking of making like a cold air intake and putting it down/under the fender area.

 

its great dude i used to have it across the radiator like stock. The first time i drove it after i had pointed it down i noticed a difference, it adds a more get up and go in my opinion. also adds more sound to the exhaust. and if your wondering about it getting hydrolocked, we drove it yester day in the rain and when i got home i popped the hood and it was completley dry.

 

Thanks for the info. Yeah thats how i wanna make mines, but make it go all the way down to the frame rail or something along those lines. Gotta measure it out first.

 

If you take it all the way to the frame rail.....the first good puddle you hammer through will get your filter wet. I have to advise against it.