Re: eureka, I got it running dyno to follow
The length and area of the intake has no tuning effect because of the damping the SC and HE have on any pressure WAVES caused by the inlet valves in the head. Carbs and FI can have the length of the runners maximize the inlet charge at a specific RPM, not so for us.
I had the dual inlet design in the back of my head when I did the design of the dual CAI.
I stuck with the pair of 74’s to save money and maybe make this into a kit - after the DYNO proves the operation. The design basically is one additional TB, some TB reworking, cables and stuff. We reuse the inlet pipes, air filters, to keep it simple and allow it to be reversible – removable.
A single pipe of 4” would not fit , would not have a filter that went in front of the radiator or pass thru the rad. Bulkhead for that matter.
I was working to get more air sooner into the engine so that the revs could begin to build faster. This is to allow better bottom end power and street drivability. The top end boost should be a touch higher due to less restriction in the overall inlet system. Bottom end boost is hard to see as it changes with the rpm – so fast that its hard to follow and the logs on Zeitronix are hard to decode to prove it one way or the other.
Its been fun doing this and I hope that it gets yall thinking. The twin charged results have me thinking more. My stacked pullies were going to 25 # AND was scary to me, may deserve another look. The supercharger is not maxed out from what I see from that posting. ENJOY, Woody