5 exciting new HORNEY pics to whack with.

[rept@qwest.net (Mike Blain)]

Thats interesting stuff, Im sure we'll play around with it.   due to the 
upward angle of the horns, 4 inches would poke them right up through the 
hood and then forced air flow would throw off the whole pulse effect (im 
thinking) but, if i were to add an extension (angled forward) it might 
fit. Trouble is that forced air flow into the horns would still become 
more prominent and throw off the pulse effect.?!

Dan Bubb wrote:

> Pulse tuning refers to the pressure (or vacuum) pulses generated in the
> inlet and exhaust tracts as the valves open.
> In the case of your ITB's as the intake valve opens a vacuum pulse is
> generated in the inlet port and travels to the end of the horn where it
> is reflected back down the inlet tract as a pressure pulse. (this is
> just like what happens in organ pipes) If the pulse is timed correctly
> it will arrive at the inlet valve just as it's closing causing a light
> supercharging effect. I've heard on the order of 10% if the system is
> tuned correctly.
> All engines generate the pulses, but the intake manifold or ITB's need
> two things to take advantage of the pulses.
> 1. the end of the inlet tract needs to shaped so the pulse has a strong
> reflection. Your ITB's have the abrubt cutoff required. An A1 8V
> manifold, as an example, does not since the runners sort of slide into
> the side of the plenum.
> 2. the inlet tract needs to be the correct length so the pulse arrives
> at the intake valve at the correct time. There are two formulas I'm
> aware of to calculate length. One is the formula developed by Chrysler
> in the mid-60's. The second I picked up in Racecar Engineering and is
> commonly used in racing today. With your tract length of 12.75" the
> Chrysler formula indicates you will get the max torque increase at 6500
> RPM. The Racecar Engineering formula indicates 8200 RPM!! You can expect
> that you will see a boost over a range of ~1000 RPM centered on the
> calculated RPM. 
> I built an intake manifold with 18" runners for a Fiat 124 engine I
> converted from carb to CIS injection. The boost in power from 5000 to
> 6000 RPM was very noticeable.
> There is no doubt that your ITB's give the absolute minimum intake
> restriction (very good for power!), but I'm thinking that unless you
> intend to shift at 7500 to 8000 your horns may be a little short. At
> some time in the future you might try something like a 4" longer runner
> just to check the effect. The downside is that if you're running an
> aftermarket ECU (and you would just about have to be) then to maximize
> the benefit of changing horn length you would have to remap your ECU.
> Understand, I'm not critisizing your setup at all. I'm just saying that
> changing horn length gives you the ability to shape your torque curve to
> some extent and you may find a more driveable power curve with longer
> horns.
> In my experience changing intake runner length (on a setup that really
> uses pulse tuning) will have a much more pronounced effect on the shape
> of the torque curve than changing cam timing.
> Dan
> 
> Mike Blain wrote:
> 
>>Explain "pulse tuning" please.
>>MB
>>
>>Dan Bubb wrote:
>>
>>
>>>That is very nice! I especially like the little vacuum plenum with the
>>>plastic tubing. Very neat!
>>>So, when is one of you guys with ITB's going to stick a ruler down one
>>>of your throats and measure the distance from the valve head to the end
>>>of the stack???
>>>Just curious cause I have a formula that will tell at what RPM you will
>>>get a torque boost from pulse tuning.
>>>Dan
>>>
>>>Mike Blain wrote:
>>>
>>>
>>>>LOL,
>>>>
>>>>you'll see.
>>>>
>>>>MB
>>>>http://www.mk1scirocco.com/mikepics.htm
>>>>
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>>>
> 
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