That was incredibly interesting. It makes you realize that the dynamics of the induction system up to intake valve of a NA engine is far more complex than it appears and that NA intake flow is a nearly endless series of compromises. Any thoughts about the sharp turn on your crossram Jay? Like he said, race engineers don't need to contend with packaging requirements like hood line. Great video.
That was an interesting video, although I've read about most of that stuff before. Key points are that the last couple inches of the port before it hits the valve are much more important than the rest of the induction tract, and that hitting that 0.55 Mach number causes the engine to hang at the peak power level, if the cam is designed to make it run a little higher. After I changed cam in the dyno mule, and didn't really see a big increase in the RPM where the engine peaked in power, I'd kind of concluded that the port cross sectional area needed to be increased; i.e. the velocity was too high to get the HP level any higher. Watching the video kind of reinforced this for me.
On the crossram, especially the #1 and #8 runners have some pretty good turns in them prior to hitting the head port, and I'm sure that will hurt peak power production. But the crossram is designed with long runners, to make a lot of low end torque at the cost of some top end power, and also they have to fit under the hood of the car. And since the really key area, the head port, is still the same, I'm hoping the effect on peak power won't be real dramatic. It's finally starting to warm up here now, so we'll get back on the dyno and see in a few days...
