Have you further tested this design? I suppose if it doesn't explode your engine, you're ahead, but if you're at least maintaining original operating temperature, power, and efficiency, the design is worth copying. A lot of guys would love to have a top mounted plenum that's significantly smaller and more easily removable than the stock piece.

 

I have a Fluke 88 that has a temp probe. Alot of the newer ones have them. Craftsman has this system as well. Then the probes are cheap.

 

Thanks Terry. Emissions has a lot to do with engine design I believe. Like you said, this was Toyotas first v6, and meeting emissions was critical.

 

No further testing yet, but today I hope to get a run at the summit to see if I can pull it in fifth gear, and maybe get some acceleration times. Truck is running extremely smooth though, I am happy about that. It is possible the gunk from the egr in the original plenum caused some rough idling, so this was an improvement so far. I can almost remove the fuel rail without taking the plenum off, but the bolts are too close to the body of it. Maybe an updated version will make it happen.

 

Ah I gotcha! Ya that would be extremely handy to have. Closest thing I have it a temp gun with the laser you point at the block with. Not extremely accurate, but I may be able to get readings if I find the right spot on the block to shoot. Worth a shot.

 

If you hit it close to the exhaust port on each cylinder it would give you an idea.

 

engineers have many factors to include .. this is exactly why there is an aftermarket . kudos to you for trying a new design . this is where the aftermarket all begins

press on lad !! press on


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They design a basic product with no fore thought for the mechanic working on it. They were never mechanics before they were engineers. So redesigning is always better if you follow the basics. Having some research equipment helps though too!

 

Subscribed!

 

Nifty idea. I like seeing people try stuff. Good luck.

 

Thanks slacker! I am pressing on, weather is slowing me down though. we were having beautiful weather this last weekend then it decided to look like Christmas again. I will get more numbers this weekend though.



That it does! Wish I had it all.


Thanks guys! I just hope this is a success. If not, well lessons learned.


I took your advice, 87-SR5, and let the engine warm up to operating temp and shot each cylinder right before the manifold. Every cylinder was within 10 degrees of each other, reading about 240-250F, except one cylinder... can anyone take a guess which one?
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Ding ding! you were right, number SIX. It was reading 280F. Anyone know what is going on? I have my theories: either a lean condition, or the exhaust colliding with the other two cylinders is causing it to heat up/work harder. My crossover elimination has the driver manifold dumping out the bottom, not back towards the firewall. What is your guys input?


Thanks!

 

Hey guys!

well, I got home this afternoon and in 30 minutes swapped intakes. Not as bad as it looks! Then I went and got some more numbers, before and after. Cover my bases here...

I shot the cylinders again with the temp gun. All reading the same again, except number six. Depending on where I aimed the gun, it could have been 10-30 degrees hotter than the other two on that side. So, it wasn't necessarily the intake causing the issue. Any ideas?

Then, I went to go get my 10-60 acceleration times. With the custom intake, I did three runs to get an average of 17.2 seconds, accelerating from 10 to 60 mph.

I did the exact same run tonight with the stock intake, and I got an average of... wait for it....

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16.2 seconds. Sigh..... ya the stock intake was a second faster. Now, I did have a slight wind at my back, I swear! but this tells me it is a wash, if not worse to run the custom intake.

Another number.... I did one run of each starting from a stop, 0 to 60. Custom intake got me 21.9 seconds. Stock intake 16.5 seconds. You know what I am thinking? I sacrificed a lot of low end torque with the custom intake, perhaps due to severe turbulence. :/ only thing I gained was engine compartment space.

Well, there you have it. I was wrong, again. What I thought I was feeling in power gains was just a bunch of hot air. After driving around with the stock intake again, I can say that I would prefer it over the custom one. I guess I can say I tried. Go ahead and criticize, I can take it. thanks for the encouragement though, sorry to get anyone's hopes up!

 

You had a theory, you tested it. Nothing wrong with that.

 

Bummer

 

I like that you tried. Most dont. Theres always room to improve. Im glad you tried atleast. Kudos

 

cyl 6 is hotter dur to the crossover exhaust heating that cylinder, also the most common spot for HG failure. intake looks good. are you keeping it on there? i say boost it with a rear mount and low psi.

 

Thanks guys. I appreciate it!



Since I have the stock intake on there I am just going to keep it on. Crossover mod has already been done, I am thinking I may have a bad injector there though. The heat that was created there before could have had some negative effects on the injector, but either way I think a set of flamethrower injectors are in order next. I did find a m90 supercharger for sale on car-part.com for $150 near me. Has me wondering.....

 

I think it's better that you tried and shared whether it worked or not.

 

Redesign it for a 500 cfm carburetor. Ditch the EFI. Gain 50-60 HP. Just guessing on the HP. But I have heard, third-hand, of a guy who did that. He might have told me it was a 300 cfm carb, actually, now that I think about it(haven't talked to the dude in over 5 years). 500 sounds like too much. Hell, maybe he said 350. I can't remember. Around 325 cfm or so is what the math says is right though. Carbs aren't my strong suit. Obviously...

 

Thanks Bambino! Wife begs to differ when she sees the R&D bill lol, but it was worth it.

There is a lot of truth in what you say MudHippy. There is no aftermarket way of controlling fuel on these 3.0s. With a carburetor, all I need to do is rejet! Obviously each has its pros and cons, but a carburetor would simplify a lot, but also create issues such as fueling at different altitudes, emissions (which we don't have here). I may look into it more now that you mentioned it, not just for N/A power but for supercharger applications. If it is tuned correctly, I believe a carbed V6 would get the same fuel mileage as it is now (16mpg on average lately) We shall see, not much going to happen right now due to budget, but I am finishing installing an elocker and aussie locker in the truck right now. Definitely going to be ready for winter this year!