Faqs
Pulse charging manifolds and constant pressure manifolds
There are two types of manifold: constant pressure, and pulse charging. Constant pressure manifolds are used in series production, but also in tuning. This is mainly because they’re smaller. They’re usually made of cast iron but are sometimes welded. This is because the channels should be as short as possible before they go to the turbocharger. Exhaust gas accumulates in front of the turbo; this is what drives the turbine. With pulse charging, the ignition sequence is taken into account. The pipes are twisted and welded, and their length as equal as possible. The pulse charging manifold drives the turbine via the exhaust gas accumulation and also via the pulse energy that the exhaust gases produce at the exhaust valves.
Performance manifolds in tuning
In tuning especially, it’s important to use performance manifolds, particularly in terms of optimized exhaust gas routing and heat-resistant materials. The ideal scenario is for the manifold to be plugged into the intake plenum. This prevents heat strain and the pipes can be designed with very thin walls without fear of rupture. If you’re using an upgrade pulse charging manifold you can also install a very large turbocharger. This means you can also directly influence torque and response.
Which is the best intake to run?
As with the choice of cylinder heads, there is not just one answer to this question. In order to correctly choose the best intake for your application, we need to understand your engine combination and rules. Thus, the best intake for a 355, flat tappet 2 barrel car that weighs 3,200 pounds and sees a maximum or 6000 rpm is not the best intake for a 406, 4 barrel and a roller cam running 7,400 rpm.
How does an intake manifold work?
Air travels through the intake and the throttle body into the plenum of the intake manifold. The plenum then equally disperses the air to each of the runners. During the intake stroke, the piston moves down and creates low pressure within the cylinder. This sucks the air from the runner (an area of high pressure) into the cylinder.
When the intake valve closes, it creates pressure waves that send the air back up the runner. It then bounces off the plenum and comes back into the cylinder when the intake valve opens again.
This process happens over and over again for each of the cylinders until you shut off your engine.