Quote:
Originally Posted by Doc1
The for any application, whether turbo or n/a, the cylinders in the back normally get less air anyways. Granted that the velocity stack can be as tall as 3” plus 2” for the runners for a total of 5”. Since the stock runners are way longer than 5” I would assume that air takes a bit longer to channel to the heads than with the shorter velocity stacks. I don’t see the rear cylinders starving for more air with the stacks verses the stock longer runners. Depends on what size tb you use of course that affects turbulence or velocity/speed in a larger plenum area. There are a lot of variables on a n/a motor as far as getting the right combination to work-- the right height stacks right size tb, the temp, etc. I won’t be testing any n/a applications especially tapping for 10 egts. N/a motors are not my cup of tea. However, I plan on getting a race pack instrument panel to record all egts for my turbo application to lean out or add more fuel to each individual cylinder as needed. Those plugs should come out the same color across the board. Just curious, I haven’t been around the big boys but from the pics that I see of their cars, I don’t see any individual egts. Are there some variations on each plug after each run.
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The difference between the stock manifold is that it doesn't have anything obstructing the airflow, whereas your's does. The ROE superchargers have big problems with running certain cylinders lean. The factory manifolds run the back cylinders a little rich, but it is pretty minor. Because your intake introduces a new variable, that is why I am advising you to be very careful to note EGTs or AF across the board. Perhaps running an EGT in the back runner and one in the front of a single bank would give a good indication without breaking the bank.