So me and my buddy were talking about the intake manifold on the LN2 and were discussing ideas to make a better flowing manifold.
So my question is anyone have any ideas on this?
Anyone have any detailed pics of the s-10 mainfold, the only one in the search topic was a poor pic.
Thoughts and Ideas
Thanks,
Aaron
I think i read that in the past the s-10 manifold could not be used because it would hit the power steering pump or reservoir. The ones off of the s-dimes flow a little better then ours, but it would be nice for a company like Vulcan to make one for us.
Luis Marroquin wrote:I think i read that in the past the s-10 manifold could not be used because it would hit the power steering pump or reservoir. The ones off of the s-dimes flow a little better then ours, but it would be nice for a company like Vulcan to make one for us.
I heard that too, but thats why I want some pics if anyone has one, I want to bring it to my fab guy and see what we can do.
Get busy with the die grinder and carbide deburr bits.
This pic isn't very good, but you can see some of the work I did for my roomie on his 2.2 manifold. I managed to enlarge the ports a decent amount and mirror polish them and then blend them down to only a slightly larger than stock size, down to stock size at the head (stock head) leaving it rough for air and fuel to make happy happy.
On the top part of it I focused more on creating room and smoothing corners and transitions. Not as much to work with on the top half.
This engine is going to be boosted this spring, so not much consideration was given to how it would perform N/A. It looks good though.
we have a custom built one for a carb that flows really good but it isnt streetable
I believe the S10 2200 had a larger plenum and longer runners.
fortune cookie say: better a delay than a disaster
Correct me if I am wrong, but the point would be to have shorter runners and a large plenum for boost, kinda how the turbo mani's for the eco are right?
I just dont see the point on how the stock mani has the air forced down then travel up the runners to the head, I would think you would want to let have the quickest and most easy flowing route to the head.
Were using a stock fwd 2.2 manifold, I should have clarified. I tried to talk him into running a 2.2 s-10 upper half, but he's already mirror polished the outside of his stocker beforehand.
KFLO wrote:Were using a stock fwd 2.2 manifold, I should have clarified. I tried to talk him into running a 2.2 s-10 upper half, but he's already mirror polished the outside of his stocker beforehand.
Yea, this would be a one piece for the 2200. Posible based off of the s-10 mani.
Yours does look very nice though.
Aaron ODonoghue wrote:Correct me if I am wrong, but the point would be to have shorter runners and a large plenum for boost, kinda how the turbo mani's for the eco are right?
I just dont see the point on how the stock mani has the air forced down then travel up the runners to the head, I would think you would want to let have the quickest and most easy flowing route to the head.
High RPM prefers shorter runners and larger plenum, lower RPM prefers smaller plenum and longer runners.
The air 'pulses' into the cylinder, and the runners can be 'tuned' to best benefit the harmonics.
Since this thread has already moved to 2.2L manifolds (as opposed to 2200)... My new manifold:
And a couple ported stock manifolds... one J-car, one S10 (too lazy to take them down for decent pics, lol):
fortune cookie say: better a delay than a disaster
Damn, that's nice work notec! Your own craftsmanship by chance?
MadJack wrote:Josh, That looks alot like Byron Clemmons' old intake. He used a design like that.
I thought Byron used a Hogan manifold?.
KFLO wrote:Damn, that's nice work notec! Your own craftsmanship by chance?
I wish (I'm bad enough at MIG, I can't work a TIG to save my life). Manifold was Todd Tennant's (member on here). He used to make them at a very reasonable price, but probably not anymore since he's parting his J out.
fortune cookie say: better a delay than a disaster
The S-truck manifolds are not an option for the J-car LN2s, as there's clearance issues had with either generation of it. The pre-'98 had longer runners... that helped produce an increase in low-end torque... but the offset of the plenum towards the designed front of the engine makes it not suitable for use with the way the accessories are arranged on the cradle, as interference will occur. The post-'97 S-truck manifold will interfere with the firewall if used on a J-car. In a W-body however...
Hey, Notec... Nice piece! Wish I had one like that w/longer runners for a 2.2/2200 hybrid I have in-mind right now...
Go beyond the "bolt-on".
Nickelin Dimer wrote:Hey, Notec... Nice piece! Wish I had one like that w/longer runners for a 2.2/2200 hybrid I have in-mind right now...
I'm planning on using it on (another) hybrid motor at some point. 2200 block (using Adler's rods/pistons) and a 2.2L head.
fortune cookie say: better a delay than a disaster
better have good fuel in it notec
notec how would an intake similar to the one you have work on the newer 2200 engines? Obviously your would have to weld the runners to a newer flange, but what do you think?
Bob Guptill wrote:better have good fuel in it notec
We finally got an E85 distributor out here, so that's what I'm shooting for. But, I'm also removing a few cc's of aluminum from the combustion chambers.
fortune cookie say: better a delay than a disaster
Oh yes, I recall seeing Todd post a bit. I always tried to talk my roomie into getting one of his manifolds.
LN2 wise I live vicariously through my roomies car and projects haha.
e85 thats funny i have been contemplating seeign if i can change the race cars carb setting to accept e85, 106 octane out the pump
How easy is it to pull the rail out of that? What thottle body is that? Do all the sensors and vaccum lines hook up?
I like that design alot.
Luis Marroquin wrote:Luis Marroquin wrote:notec how would an intake similar to the one you have work on the newer 2200 engines? Obviously your would have to weld the runners to a newer flange, but what do you think?
Easy, I've been busy, lol. The newer head has 'squarish' ports. It might be hard to transition to that configuration.
Bob Guptill wrote:e85 thats funny i have been contemplating seeign if i can change the race cars carb setting to accept e85, 106 octane out the pump
Yeah, a lot of the DSM guys have been changing to it, and the newer versions of Megasquirt can actually use the OEM GM mix sensors for those people not running E85 all the time.
With a carb, you're going to need some pretty big jets. Do you currently have to run leaded to get away with your compression?
Aaron ODonoghue wrote:How easy is it to pull the rail out of that? What thottle body is that? Do all the sensors and vaccum lines hook up?
I haven't had to pull the rail out, but it doesn't look bad. I'm pretty sure it's an LS1 TB; I'll verify when I get a chance. I doubt the sensors would work with the stock CPU, but I have a Megasquirt, so I can program it for pretty much anything.
There is a small vacuum port for the FPR, a large port on the passenger's side for the PCV, and a large port on the driver's side for the booster. If I need others (MAP, charcoal canister, BOV, etc.), I can Tee off the others.
fortune cookie say: better a delay than a disaster
ya we have been running 110 sunoco race gas (purple) but it is stille $8-$8.50 a gallon
