1GR-FE ALUMINUM INTAKE MANIFOLDS

Welcome to the site sir, and thank you for your welcomed inputs.

 

Typically to understand the dynamic between subsonic vs. sonic boundary and the shock wave effect, the entire tract from Throttle opening to head and everything in between needs to be included. However a baseline comparison could be done with only the stock intake minus the head.

If you have a good baseline of CFM ranges on a stock application then a side by side could net you a good way to extrapolate whether you are in a positive gain or negative.

 

I've been working on the cad drawing, but I can only do 2d of the parts and measurements for the cnc guy easily. I am relearning autocad as the last time I used it was in 91, hehehe...

I've got a few measurement tools around I use for head porting and hvac calibration, so I can test static pressure on the flange and compare it to the stock intake. Only issue is, I'm not sure if the variable intake valve is where it should be for higher rpm and the tb mount I made is a bit larger than stock...

 

Griggs machine shop has a flow bench, I'll contact them Monday. They are 5 minutes away. I've had a lot of work done there, so I'll know on Monday...

 

Thanks, not only for the welcome, but the opportunity to do work on your truck. Knowing how involved you are in your build, I can only try to help...

 

That was the original plan. I am making a tool to roll the edges. I have enough material for 3 manifolds, and they are easily modded. Aluminum is so much easier to play with than the steel for the roller, hehehe. Most of my other manifolds have velocity stacks or radiused edges for the runners. I was thinking there was going to be dyno'ing this weekend or early this week...

 

I have a 3 rotor FD in my garage. One day I'll get it on the road, hehehe...

 

some of their run up data would be awesome.

 

lol.
dont be

wheres ur friends 4000hp veyron?
i wanna see pics of that.... lol

 

This thread will go down a darkened path that will net a lock...

 

looking forward to the bad ass intake manifold gabe!!
u got some mad skills behind welding sir.
also thank you for taking the task to make a 1gr intake manifold.

i cant wait to get mine!

 

Braaaaaaaap

 

Woohoo, my intake doesn't suck (performance wise). It also seems to have no benefit either. Because I am using the stock sized runners, the restriction is the size of the flange and lower plenum. With the lower intake, both top intakes flowed 230 +/- 5% cfm per runner. Same results without the lower as is expected from the size of the flange I used. The neck/taper from the 2" pipe to the stock flange is where the bottle neck is and explains the flow bench results. I didn't need him to write it out for me, so no prints to scan. It flowed 72% capacity of his flow bench which he said is comparable to older performance intakes and some of the newer LSx stock intakes. So, in theory you could do the math to figure out the capability of the stock intake HP wise and calculate the need for a ported/custom intake set up.

Normally, I weld and port the flanges and leave the head work to the owner, so the bottleneck would be at the head. Because of the lower intake and the way it attaches to the head, I only made the top section.

 

The flanges I had made are 2mm bigger around the area of the port, but I welded them and port matched them to the stock lower intake manifold to keep them uniformed.

 

Would be interesting to check a stock intake and compare it to the total flow requirements of the manifold running all 6. Of course it wouldn't be 230*6, but it would be more than 230... I'd think the total flow requirement of the engine running at max intake capacity would be around 500.

 

So what's next?

 

I'm making one more with shorter runners and velocity stacks. The NA truck is going to dyno both and stock and tune accordingly. I may port the stock lower intake and NOT fill the gap on my flanges to increase the cross section of the entire runner. I'm all about doing a bit of work to get results.

Also, these were individual runner measurements. Just for a little FYI, a friend's $4k heads on a stroked 347 Ford with 2.2" valves flow 330cfm at max lift. There may not even be a bottleneck at the intake on the 1GR... The dyno will tell if the runner length makes the difference. Then, the ported intake vs. the stock and first run intake at the dyno will show if it's worth having...

I've made intakes for lesser cars, so this would be nice to see the difference on NA, turbo crazy guy's taco and hopefully the 2rz I intaked and tuned...

 

Just FYI...Gabe is still working on the intake manifolds for the 1GR-FE motors. I was able to take my 2rz Turbo Tacoma to the dyno in the mean time. Gabe wired and tuned the megasquirt and custom made the intake manifold. First two pulls were done at 15psi and 3rd pull was done at 17psi. I like the results!

 

Those are some damn good numbers coming out of that 2rz! Turbo FTW!

Gabe and I were discussing some ways to greatly improve upon the original design, for the 1GR. I should have my spare engine up and running soon, so he will have it in the engine bay, to make things easier.

 

holy shit