Intake Rise

[gt1cooper]

However, it does matter.
Look at the 1968 Ford 427 cammer. The low rise manifold (with no other variables involved) produced 720 hp at 6500 rpm. The high rise version (again, no other changes) produced over 800 (no solid number, that is all I know) at almost 9000 rpm.

[Killrob]

Definitely not due to gravity though. Intake resonance is a whole different story and very important. We're not denying that.

[Der Bayer]

If you look at the Edelbrock table some posts ago, you will see that a lot of those power gains come from different valve timings/cam profiles. The intake geometry just helps a bit optimising air flow at a certain RPM range.

[JohnnyOnTheSpot]

However, it does matter.
Look at the 1968 Ford 427 cammer. The low rise manifold (with no other variables involved) produced 720 hp at 6500 rpm. The high rise version (again, no other changes) produced over 800 (no solid number, that is all I know) at almost 9000 rpm.

The runner LENGTH not height is what is important here. A taller intake is usually desirable because it allows for a straight path into the port, but the same effect can be had by laying the runner over on its side. This is the idea behind a cross-ram style intake that chrysler and chevrolet made famous in the 50's-60's





As far as I know, Chrysler was the first to use this style of intake on their 413 engines. This extremely long runner was designed to work at low rpm (464 lbf*ft at 3000 RPM in 1959!) http://www.allpar.com/mopar/413-dyno.html

Chevrolet used a similar design with shorter runners for high rpm Trans-Am racing in the 60's. (their racing 302ci engines up to 436 HP at 7500 RPM in 69!)




As a side note, I tried building this same engine in the sandbox and was only able to get 327 HP out of a pushrod V8 at 6000 rpm in 1968. Can't stop the valve-float! I had to adjust the time all the way to 2008 with the tech sliders at full to make power at 7500 rpm, which makes that even more impressive!

[gt1cooper]

Alright, I might have been mistaken been too long since college haha. So it is just the length.

The reason you cannot build it is because it is a sohc 4v engine. I had a mid rise one (about 770 hp) and I sold it with my car for a total of 30 grand in 1979. The idiot I sold it to wrecked the car, sold the engine for 1 thousand dollars (when it is actually worth about 30-40) and then sold it back to me. So I ended up with my actual vin-matching high school car. Then proceeded, since I now have the money, to modify it. It is only 1 of 53 registered 69 Mustang Gt's, but now it has a crate 427 SB Dart OHC 4v producing about 800 hp at 7800 rpm naturally aspirated. Lots of fun to drive.

[Daffyflyer]

But now it has a crate 427 SB Dart OHC 4v producing about 800 hp at 7800 rpm naturally aspirated. Lots of fun to drive.

That, sounds freaking awesome.

[gt1cooper]

Gonna do my best not to de-rail the suggestions forum any more Posted the story in the rides forum, I will respond there

[Skittles]

I know this thread is a bit old, but is there any chance of there being a Dual Plane and a Single Plane intake manifold option for Carbs? Or maybe a little sliver of chance that a mopar cross ram style intake also being brought in

[shaunisradd]

To make a point, Intake rise can have an effect on Air temperature on top mounted intake manifolds... there may be some merit to his suggestion. Idk if you plan to show an Air intake temperature gauge or if it is even calculated but it would open the door to a lot of things (intercooler misting, CO2 spray, things of this nature) connecting it with intercoolers quite nicely.

[Killrob]

This is not something we're going to consider, too technical/complex for too little gameplay benefit AND the engine designer features are on lockdown, as stated many times before.

[shaunisradd]

Oh, I wasn't complaining. You guys have a wonderfully complex designer as it is. Just adding my thoughts.