my intro thread, hey, look what i made!

[weirtech]

well, i don't own a cb7, but that doesn't stop me from giving them some love. i just built this recently:







it is going out for anodizing today, i'll post up more pics once i get it back.

mostly, i do turbo manifold type stuff, but i've been doing custom intakes more lately.

aaron

[AG17CB7]

That is awesome!

Welcome to the site

[weirtech]

thanks and thanks! i look forward to being able to share any knowledge that is applicable!

[AG17CB7]

Indeed. Did you own a cb before?

[weirtech]

i've owned quite a few different hondas (still have the first one i bought 13 years ago) but i've not owned a cb. i have a few friends that drive them though. astrovannin, being one that first lead me to this forum. yeah, he's a trouble maker.

[guitarplayer825]

Welcome to the site, we're very happy to have you here haha

[steelbluesleepR]

that IM looks awesome man, how was that plate on top made? Waterjet, vertical mill, or what?

[theSOB]

ok u might be the right guy to ask this question. i love the look of these intake manifolds very much, but i was wondering a few things. first, i've heard that it is not an ideal manifold for N/A because the air doesnt flow as well as a normal IM and thus would be better for a forced induction where bigger is better and u dont need the "flow" if u know what i mean. also, how do u instal idle controls on these manifolds? or do u just not use them? anyways i love the look! are u going to make a few to sell???

[lokuputha]

wow the infamous weirtech is here! sweet!

welcome.

I have to talk to you about a little project I have in mind.

I suggest you speak with Deev (CB7tuner owner) and set up a company profile on the FS thread.

btw. may we see some pics of a certain rear wheel drive car?

[deevergote]

Welcome!

I run this place (yeah, I know nothing about my title makes that obvious... I like it that way!)

Anyway, if you have products that you would like to sell, I'd be more than happy to take a look at what you have to offer. You seem to have a bit of a reputation (though I don't know you... if that's a regular example of your work, I feel I will know you soon enough!) That manifold is a work of art.

I don't mind you showing your stuff in here. In fact, I'd be glad to see more! However, keep in mind (this goes for the other members reading this as well) this section is not for selling. Nothing is to be sold in the Beginner Forums.

[HybridKyle]

I wouldn't take is OP as being a FS type thread...I would think it's more of a "hey, look what I can do" in a Stewart from SNL voice type thing

[deevergote]

Yeah, that's why I didn't delete it. I just don't want it turning into that!

[H22Artman]

very interested....

[GhostAccord]

weirtech

Here is an example of the F22B2 SS exhaust flange that he cut for me.

Fit-up is perfect!





Great guy to deal with

[weirtech]

steel: the logo plate on top was cnc laser cut.

SOB: n/a vs f/i intake manifolds:

yes, you want flow in both, and you are correct it is more important in an n/a application. there are many different design characteristics that effect flow through a manifold that should be considered (some are used in this design, some are not, but i'll get to that later). it also depends on what the intended use for the engine is... is it a street car, an all out race car, etc.

some features that are nice to have:

tapered runners. having a tapered runner will help with increasing velocity of the air as it travels down your runner into the combustion chamber. kinda like a ram air effect on intakes that taper down in size as they get to the throttle body.

runner size and length. typically with n/a applications you want longer thinner runners to help increase bottom end power. if you have an engine that is going to be screaming at high rpm all the time though, it may be a good idea to have shorter larger runners to make power higher in the rpm band. with f/i applications, the same applies, but the general rule of thumb is to have larger shorter runners and let the turbo do its job of cramming the air through it.

velocity stacks aka, air horns aka, trumpets. those bell mouth shaped ends of the runners that come into the plenum. why have them raised in the plenum and not part of the plenum floor? having them raised allows the runner to draw air from a larger area around the runner mouth opening, allowing it to breath better, allowing it to make more power. this is a common design on many race engines. one of my favourites is the carbon fiber ones that were found in the champ car cosworth engines, the xfe. 2.65L v8 reving over 13k rpm and making 750hp at only 6psi of boost.

plenum shape. having a slight taper in the plenum helps equalize the flow between the 4 runners. there are other ways to help equalize flow like having a two stage plenum with flow diverters between them, but it isn't always cost effective, or necassary on an engine that isn't built strictly for racing. it is nice to have a smooth transition into the plenum from the throttle body flange, rather than just have a flange welded onto the end of the plenum. a lot of aftermarket sheet metal intakes are built this way. why? i guess because it is easy. i like to have at the very least, a short transition between the plenum and the tb flange. it is also nice to have the plenum extend past the last runner's velocity stack so it can breath equally from all around the mouth of the runner. space is a limiting factor on this manifold for having that included in the design.

plenum volume. with n/a applications, you typically want the plenum volume to be equal to the displacement of the engine. with a f/i setup, you want a plenum that is about 1.5 times the volume of the engine's displacement, or more for higher boost engines. so for a 2L motor, you want a 3L plenum.

idle air control valve and iat sensor. this is included in the design of this manifold, but it is a remote mount setup. basically, there is a port in the side of the tb flange (reason for it being so thick) where the end user can thread in a 1/8"NPT fitting of their choice and run a line to the remote mount flange that the iacv is mounted to (that can be placed anywhere they want to put it), then run another line out of the flange and into the vacuum block on the bottom of the intake manifold. that way, it can be tucked out of they way for a cleaner look, or if they don't want to run the iacv, they can just block off the hole on the tb flange with a plug fitting and use the remote mount adapter as a paper weight if they like. i'll have to snap a pic of it. also, the iat sensor flange will be seperate as well so it can be welded onto the charge piping before the throttle body so a more accurate reading can be made and not one that is heat soaked by the manifold itself.

hope this answers your questions.

aaron