Yb Plenum
#1
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Thread Starter
Yb Plenum
Im looking to change my Plenum when I go to a BW EFR turbo to make the most out of it, now a Hart/AS inlet is not going to fit on my car so what's the best Swedish plenum to use or are there any other options.
The billet Adembo Swedish looks a nice bit of kit anyone using one?
The billet Adembo Swedish looks a nice bit of kit anyone using one?
#3
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Thread Starter
#4
Part of the Furniture
I be carful as all other inlets don't give level air flow especially on trumpet no.1 and can cause very lean there be warned!!where as the a/s breaks air level
#5
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Im looking to change my Plenum when I go to a BW EFR turbo to make the most out of it, now a Hart/AS inlet is not going to fit on my car so what's the best Swedish plenum to use or are there any other options.
The billet Adembo Swedish looks a nice bit of kit anyone using one?
The billet Adembo Swedish looks a nice bit of kit anyone using one?
Mark
#7
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#8
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Mark
#9
Regular Contributor
I know the anembo ones , it's solid billet and , Grieg spend a lot of time getting this right , so the air is all equal to all ports on the firing order ,as this is the key , sold a lot abroad,hope this help
#11
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Thread Starter
The Hart type may be do able but would need a very tight S bend do you think this would cause issues with air flow, would almost need to be a 90 deg bend straight of the TB.
#12
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My thinking on going for the Swedish is it will give a nice straight flow from the intercooler to the TB,
The Hart type may be do able but would need a very tight S bend do you think this would cause issues with air flow, would almost need to be a 90 deg bend straight of the TB.
The Hart type may be do able but would need a very tight S bend do you think this would cause issues with air flow, would almost need to be a 90 deg bend straight of the TB.
Mark
#14
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Thread Starter
Would like to be around 460-480hp with similar torque currently at 390/400 with a 34 .48, i like the way it go's with a big kick of torque low down but it just lacks a bit of power up the top of the rev range.
I think any more will just over power the car.
I think any more will just over power the car.
#15
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Mark
#16
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Thread Starter
Just out of interest would 72lbs Siemens injectors work at that level as im sticking with a L8.
#18
PassionFord Regular
There isn`t a lot of choice out there for us peeps with space constraints. I have a 2wd plenum as the 4wd will not fit, tried a escos small turbo plenum as well but no joy. My issue is the throttle body actuator fouling a chassis rail as well. That 2wd plenum and the 4x4 exh manifold kept me at or around 400bhp.
Depending on budget and if you may upgrade in the future the large Jenvey
plenum works really well and has multiple options on inlet/throttle body. Looking at your pic, depending on bonnet clearance I would have the inlet to plenum top right as you are looking directly at inlet side of engine. would make for an easy run to intercooler.
Your spec looks similar to mine.
Depending on budget and if you may upgrade in the future the large Jenvey
plenum works really well and has multiple options on inlet/throttle body. Looking at your pic, depending on bonnet clearance I would have the inlet to plenum top right as you are looking directly at inlet side of engine. would make for an easy run to intercooler.
Your spec looks similar to mine.
#20
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Surely with the bw turbo you don't need a dump valve, mine is internally gated and I don't have one...my car is a 205 pug 4x4 with bw on twin scroll manifold that Mark fitted. Mine made 469bhp, the intercooler was letting it down...that and the fact that it is a totally standard engine. I have since put a hart on it too but not mapped to that yet.
#21
Regular Contributor
Surely with the bw turbo you don't need a dump valve, mine is internally gated and I don't have one...my car is a 205 pug 4x4 with bw on twin scroll manifold that Mark fitted. Mine made 469bhp, the intercooler was letting it down...that and the fact that it is a totally standard engine. I have since put a hart on it too but not mapped to that yet.
#22
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#23
PassionFord Regular
iTrader: (2)
Surely with the bw turbo you don't need a dump valve, mine is internally gated and I don't have one...my car is a 205 pug 4x4 with bw on twin scroll manifold that Mark fitted. Mine made 469bhp, the intercooler was letting it down...that and the fact that it is a totally standard engine. I have since put a hart on it too but not mapped to that yet.
I know they are.. You did not read my post correctly...
I'm talking in general.. None bw with or without ported shroud comp housing..
I build my own pintos and YBG engine for a car that is 45 years old!
Evolution of 20 years... Drag and sprinting.. I have spoke directly to rod in the past about different matters.
My car is home build, however with David bignel input at gartrac.. RIP in December..
#25
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#27
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I seen it on eBay it looks well smart
#30
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#34
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My guess is was just a knee jerk reaction to the billet comp wheel buzz word and they cocked up, The problem is the exhaust wheel flow is now to low for the comp wheel flow and it has a narrow surge band.
Mark
Mark
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1300gt (04-02-2016)
#36
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I thought I had,
There is a mismatch in flow between the comp wheel and exhaust wheel that cause surge on the version you asked about,
The same goes for the GTX3071 where the GTX35 is accuatly quite a good turbo.
Mark
There is a mismatch in flow between the comp wheel and exhaust wheel that cause surge on the version you asked about,
The same goes for the GTX3071 where the GTX35 is accuatly quite a good turbo.
Mark
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1300gt (04-02-2016)
#37
PassionFord Regular
iTrader: (2)
surge region, located on the left-hand side of a compressor map (known as the surge line), is an area of flow instability typically caused by compressor inducer stall.
The turbo should be sized so that the engine does not operate in the surge range When looking at a compressor map, Compressor surge is when the air pressure after the compressor is actually higher than what the compressor itself can physically maintain.
This condition causes the airflow in the compressor wheel to back up, build pressure, and sometimes stall. Common conditions that result in surge are--
The compressor bypass valve is not integrated into the intake plumbing between the compressor outlet and throttle body
The outlet plumbing for the bypass valve is too small or restrictive or a turbo is too big for the application
The turbo should be sized so that the engine does not operate in the surge range When looking at a compressor map, Compressor surge is when the air pressure after the compressor is actually higher than what the compressor itself can physically maintain.
This condition causes the airflow in the compressor wheel to back up, build pressure, and sometimes stall. Common conditions that result in surge are--
The compressor bypass valve is not integrated into the intake plumbing between the compressor outlet and throttle body
The outlet plumbing for the bypass valve is too small or restrictive or a turbo is too big for the application
#39
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iTrader: (1)
I've heard some bad reports about Swedish inlets having bad air flow causing uneven air fuel ratios for each cylinder.
I've been looking at other makes of cars that run similar inlets for example evos, they run inlets with the throttle on the side witch looks like it would cause the same sort of issue of uneven afr to each cylinder yet some of the ones I've looked at are 800+bhp.
What's the difference with these manifolds that makes people be able to get good power without running lean on 1 cylinder to another?
I've been looking at other makes of cars that run similar inlets for example evos, they run inlets with the throttle on the side witch looks like it would cause the same sort of issue of uneven afr to each cylinder yet some of the ones I've looked at are 800+bhp.
What's the difference with these manifolds that makes people be able to get good power without running lean on 1 cylinder to another?
#40
PassionFord Regular
I've heard some bad reports about Swedish inlets having bad air flow causing uneven air fuel ratios for each cylinder.
I've been looking at other makes of cars that run similar inlets for example evos, they run inlets with the throttle on the side witch looks like it would cause the same sort of issue of uneven afr to each cylinder yet some of the ones I've looked at are 800+bhp.
What's the difference with these manifolds that makes people be able to get good power without running lean on 1 cylinder to another?
I've been looking at other makes of cars that run similar inlets for example evos, they run inlets with the throttle on the side witch looks like it would cause the same sort of issue of uneven afr to each cylinder yet some of the ones I've looked at are 800+bhp.
What's the difference with these manifolds that makes people be able to get good power without running lean on 1 cylinder to another?
There actually isn't that many options. Karl Norris made his own but not sure if anyone else has it?
My car will just not fit Hart/AS or escos small turbo. My only option is Jenvey for a lot of money if I don't go Swedish.