What are people's thoughts on this? Tempted if I go FMIC instead of charge cooler, but itndepends how universal universal really is or if they can do something for the ST205?


http://www.jenvey.co.uk/home/turbo-plenum

_________________
ST205

I don't know about that, but why not get something for the 3sgte?

I have read good reports on this guy.

http://racerxfabrication.com/page38/page1/page1.html

He is active on mr2oc.com under tha same name.
Makes beautifull products.

_________________
ST185 CS #1845

put it on top of the runners of a st202 3sge. The dual plenum unit bolts off the runners Will give you a photo tomorrow if you want

_________________
GT Four Adovansu

"I want to enjoy the powerful and nimble agility behavior."

I think I remember, but a photo would be good.

_________________
ST205

Does anyone have any idea of the affects of inlet runner length on power/torque?

I know on carburettors that inlet trumpet (velocity stack) length can be used to a degree to position the peak power & torque positions in the rev range (remember that mad sports car from the 70s that had multi length stacks.)

Is it the same with an inlet plenum on turbo cars?

_________________
ST205

_________________
GT Four Adovansu

"I want to enjoy the powerful and nimble agility behavior."

Ah thanks, so a turbo car benefits from longer thinner runner....well that answers that then

_________________
ST205

I've just learnt something today reading that article. Would it be worth getting a nice plenum fabricated for my 185?

_________________
1998 ford st24, 186hp 2.5 v6- sold
1997 bmw e36 318ti, mint hellrot red- sold
1992 celica gt4 st185- td04 340hp/330lbs
1998 mercedes E280- sold
1998 pug 1.9 td- mile muncher!
1993 rx7 542hp savage monster!!
2007 BMW 335i- in the shop gettin built!!

Depends on what you want to gain. Top end power, low end torque or something shiny?

_________________
GT Four Adovansu

"I want to enjoy the powerful and nimble agility behavior."

Nice answer, made me chuckle out loud

_________________
[color=#000080]ST205 WRC 1994
Hybrid turbo
Apexi AVC-R
Apexi Power FC (Not being used ATM)
Apexi Power commander (Not being used ATM)

well lets be realistic.

Where a performance advantage is needed and you have the money to chase those performance advantages, then yes, a custom inlet manifold is going to be considered.

Where the requirement is something impressive in the engine bay then polishing what you have is also a viable option.

If the engine is not pushing a high performance figure, then the use of a side inlet manifold becomes almost redundant if someone hasn't put an aftermarket ecu, higher flow injectors, larger turbo, agressive cams, etc into the bay and maxed out those areas of potential.

IMO, the move to a side feed manifold is to get better flow into the plenum and clean up some of the piping, but overall, the deficiency of cylinders 2 and 3 running lean can be reduced by the mapping of an aftermarket ECU.

Want torque? Go 2.2L block.
Want more power? Go larger turbo, agressive cams and clean the head up.
Inlet too small? Cut off whatever is there and put a 70 or 80mm TB on. And I'm just going through the measurements now and the st215 sidefeed isn't all that larger in size anyway (it tapers in diameter from one side of the TB to the other)

etc etc - it goes on and on as you can understand, but at the end of the day, a custom inlet manifold is one of the last things on the list to modify because the engines we use just aren't as mainstream as others and we don't have the aftermarket support like that of other engines.

Just my thoughts on this subject. I had the option of the caldina manifold here in NZ, and I wanted to clean up my engine bay. Performance wise, I have been expressly told NOT to place my expectations on a figure in the air.

_________________
GT Four Adovansu

"I want to enjoy the powerful and nimble agility behavior."

Round of applause and a virtual beer to that post

It echoes my sentiments almost exactly
Well, apart from :-
want torque? Stick a 454 V8 in there
Had a 480ft long Olds wagon with one of them, circa 70s. Would embarrass most 205s in a straight line and itself in a corner

sticking a v8 in a celica engine bay is probably easier than working out the 'perfect' inlet runner length and plenum volume taking into consideration of the helmholtz calcs.. urgh

1UZ, W55, Link ECU, shortened driveshaft etc
And to move to rear wheel drive, you just have to press in the rear hub/bearing units from front wheel drives into the front hub carrier assemblies and get a decent diff for smoke all day!

Oh wait - its easier to buy a car which is already rear wheel drive or a car which has a bucket load of aftermarket parts available - anyone say evo or subaru?

I look at what I'm doing and if I actually didn't spend all this money and time on this car, then I'd probably be rolling around in a subaru sti or holden v8 haha. Hindsight says that this has all been a complete waste of money as it is a harder platform to modify.

While there are a number of bits and bobs for the engine, overall there isn't the extensive parts available or testing done like other cars. Of course there are exceptions to that sentiment, but overall its just a hobby and I just want to finish and drive a pretty car.. with a forklift turbo on it hahahaha

Silly mood today - garage is being cleaned - fun

_________________
GT Four Adovansu

"I want to enjoy the powerful and nimble agility behavior."

A fine one to talk. If it was painted fluorescant orange you'd jump at it.

I think Mr. DeeCee summed it up well for me too. Manifold design is for that few BHP or drivability and probably the highest cost per gain for any mod. You'd gain more acceleration spending the money on slim-fast.

_________________
If at first you don't suck seed, try drier grain.

Well we can talk performance gains by increasing power to weight, but everyone knows that topic of interest

_________________
GT Four Adovansu

"I want to enjoy the powerful and nimble agility behavior."