Thank you guys,
Bill, I figured this would be of interest to you. This design lends itself to casting very nicely and then fabricate the upper section for each application.
The lower section could be done with different cores depending which generation engine it were for.
When I moved up to Vermont 9 years ago from Conn. I left behind the ease of doing cast products.
Matt, I have been building intake and exhaust components for a few decades now. I have had a chance to do development with a few engines which was interesting since there are some real interesting harmonics involved. I cringe when I see box type plenums, the flat surfaces just sing. They can be easy to build but are horrible on the torque and fuel curve. Even a round straight plenum can have drastic affects on cylinder balance. These affects I learned back in the Weber days when the effect called "multi carbing" was a big thing to work around. It is when the air would travel more than once up and down a throat. Harder to see in the injection era since dry manifolds mask these issues.
So to answer part of your question this manifold is designed by gut feeling. It still has a flow diverter at the inlet to be built that take the mass of the air down the edges to reduce the suction/ bypassing of the first and second cylinder. I have worked with this on Porches with good results, on my second pass that is.
This manifold obviously is far from proven.
Eric, Yes this manifold is slated for the Evo III swap.
I am also doing a sister car to that one with less emphasis on weight. That car was very successful in that regard since it is well under 2400 lbs in road trim and will be lighter still when this intake and the tubular front subframe are installed.
There is a bunch of room under the Mirages for the exhaust, if you have worked with a GVR4 you will be amazed how much more room there is under these little cars.
Ahh, I forgot a shot at the insides, The tubes are the water injection bits without there nozzles.
