Come have a guess then....
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Come have a guess then....
Any one have any ideas as to what the pipe does that runs from the front of the engine, between the coolant tank and the cambelt cover?
The winner wins absolutely bugger all!!
The winner wins absolutely bugger all!!
Last edited by RichieST; Dec 10, 2009 at 03:46 PM.
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From: In the unit, building a 450bhp Time Attack Focus!
I think technically it is referred to as a 'resonator pipe' which as has been mentioned above is purely there to transmit that lovely 5 pot noise into the cabin 
What will they think of next?!
What will they think of next?!
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Wrong.
Wrong.
Wrong.
Sorry guys you are all wrong.
Wrong.
Sorry guys you are all wrong.
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Blimey I think that was too easy!
http://www.mann-hummel.com/company/i...=23&rec_no=316
http://www.mann-hummel.com/company/i...=23&rec_no=316
Turbocharged engines lose their original sound
This applies in particular to sporty vehicles with turbocharged engines. Here, the typical acoustic characteristics of the engine are scarcely noticeable inside the vehicle. With turbocharged and supercharged engines, the orginal acoustic behaviour is dampened by the compressor in the air intake system, and the engine noise is, to a large extent, no longer dependent on charge and engine speed. In addition, undesirable sounds are suppressed by improved acoustic insulation of the passenger compartment.
For that reason, turbocharged engines require additional sound systems which generate the expected sound and provide acoustic feedback which corresponds to the driving dynamics. The purpose of the symposer developed by DaimlerChrysler, Ford and MANN+HUMMEL is to transfer engine generated pulsations from the air intake into the passenger compartment and thus specifically create the engine noise. Whilst high-frequency sounds predominate in front of and directly behind the turbocharger, the dynamic pressure signal downstream of the intercooler nearly equals the characteristics of a naturally-aspirated engine. Connecting the symposer directly in front of the throttle body is therefore ideal to produce the characteristic charge-dependent sound.
This applies in particular to sporty vehicles with turbocharged engines. Here, the typical acoustic characteristics of the engine are scarcely noticeable inside the vehicle. With turbocharged and supercharged engines, the orginal acoustic behaviour is dampened by the compressor in the air intake system, and the engine noise is, to a large extent, no longer dependent on charge and engine speed. In addition, undesirable sounds are suppressed by improved acoustic insulation of the passenger compartment.
For that reason, turbocharged engines require additional sound systems which generate the expected sound and provide acoustic feedback which corresponds to the driving dynamics. The purpose of the symposer developed by DaimlerChrysler, Ford and MANN+HUMMEL is to transfer engine generated pulsations from the air intake into the passenger compartment and thus specifically create the engine noise. Whilst high-frequency sounds predominate in front of and directly behind the turbocharger, the dynamic pressure signal downstream of the intercooler nearly equals the characteristics of a naturally-aspirated engine. Connecting the symposer directly in front of the throttle body is therefore ideal to produce the characteristic charge-dependent sound.
Thread Starter
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