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  1. #211
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    The first time I looked at the late model downdraft intake , I thought that they seriously bumped their head . There was no way that the top cylinder could get air. After all it would rush in and bypass the top , let alone make the sharp 110* turn and form a column and go thru the reeds uniformly .

    Then after taking the time to measure the inside volume of the box , I found out that it held a larger capacity than the actual size of the motor by close to 30 cubic inch's .
    So in essence , it is somewhat of a large "still air" box . The motor will never reach a percentage of volumetric efficiency over 100 to tax the amount of air on hand .
    And just like a four barrel over a single plane intake manifold , they don't pull an intake charge all at once . Each cylinder follow's the rotation . So the air ducting really only needs to refill the "box" at the rate and volume in which it is depleted .

    Those slope lid manifolds have some thought put into them . The entrance has to be big enough to house the air valve . The cross section has to be big enough to both keep the column moving slow enough to where the first cylinders in line don't have to reach out and grab a fast moving target , turn it and fill the runner . As well be the conduit to support the back cylinders . The shape also keeps the air from tumbling as it moves to the back .

    We have come a long way from the old "Ramchargers C/Altered intake ... >



    And the state or the art stuff that my hero John Marcella builds today ...


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  3. #212
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    The laboratory!

    He is not Chaz, but another trend setter and decorated racer.


    Name:  holy_grail.jpg
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  5. #213
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    Quote Originally Posted by Chaz View Post
    The first time I looked at the late model downdraft intake , I thought that they seriously bumped their head . There was no way that the top cylinder could get air. After all it would rush in and bypass the top , let alone make the sharp 110* turn and form a column and go thru the reeds uniformly .

    Then after taking the time to measure the inside volume of the box , I found out that it held a larger capacity than the actual size of the motor by close to 30 cubic inch's .
    So in essence , it is somewhat of a large "still air" box . The motor will never reach a percentage of volumetric efficiency over 100 to tax the amount of air on hand .
    And just like a four barrel over a single plane intake manifold , they don't pull an intake charge all at once . Each cylinder follow's the rotation . So the air ducting really only needs to refill the "box" at the rate and volume in which it is depleted .

    Those slope lid manifolds have some thought put into them . The entrance has to be big enough to house the air valve . The cross section has to be big enough to both keep the column moving slow enough to where the first cylinders in line don't have to reach out and grab a fast moving target , turn it and fill the runner . As well be the conduit to support the back cylinders . The shape also keeps the air from tumbling as it moves to the back .

    We have come a long way from the old "Ramchargers C/Altered intake ... >



    And the state or the art stuff that my hero John Marcella builds today ...

    I wonder if there is far more reversion in a reed valve motor than a 4 stroke so the rules on the plenum are different.
    I went looking for a cfd program that could do pulsed flow, couldnt find one

  6. #214
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    Quote Originally Posted by powerabout View Post
    I wonder if there is far more reversion in a reed valve motor than a 4 stroke so the rules on the plenum are different.
    Only with a broken reed ....

    I went looking for a cfd program that could do pulsed flow, couldnt find one
    "Conceptual Flow Divider" programs driven by pulsification are a mental gyration of figmentation ..

    However , I did whittle up a new "deck bridge" where I can check real world clearance's in multiple locations ...


  7. #215
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    That picture almost gave me a coronary yesterday. George with a carbide Burr that close to my Block and chest. And that devilish Grin to boot.

    Quote Originally Posted by noli View Post
    .


    The laboratory!

    He is not Chaz, but another trend setter and decorated racer.


    Name:  holy_grail.jpg
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    Bud Conner "Heathen" "Defending Our Constitution"

    FOR ALL ENGINE APPLICATIONS
    DRY Film Lubricant for Piston Skirts & Cranks + Thermal Barrier Ceramic Coatings for Piston Tops, Combustion Chambers, Valves etc !!

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  9. #216
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    Notice die grinder throttle WFO ... and the cutter not spinning ...

  10. #217
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    Someone probably pulled his lanyard.
    The best way to predict the future is to invent it...

  11. #218
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    Compressor switch was on ... just too cold to spin the 1/4 turn handle to pipe air into the shop that day ... besides , it was lunch time ..

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  13. #219
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  15. #220
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    Wow!

    How did you make a 400HP?



    .

  16. #221
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    Thats my 400x and it was much easier to achieve that than you would think
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  18. #222
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  19. #223
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    Quote Originally Posted by noli View Post
    .

    Wow!

    How did you make a 400HP?



    .
    New Decals!

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  21. #224
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    Chaz made me do it

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  23. #225
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    I cannot and will not be held responsible for that ...

    First , as an adolescent ... I have many thousands of miles on Yamaha brand motorcycles . So I have nothing but good things to say about their products .

    Secondly , If I had anything to do with it , it would look something like this .... >


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