If my ideas work than we shouldn't, its like this. Everyone says to get good top end power you must kill your low-end, there must be a way around this. Heres a few of my ideas starting with air entering and ending with the exhaust exiting:
1:Variable Length Intake- Somehow copy the other designs that have been made throughout the years, I have 3 designs,one that copies the cyclone 4G63, one that copies the 7Series BMW, and one thats telescopic like those light saber toys. This would allow for stock or longer runners for low tq and shorted runners for use in the higher revs(if increased up to 8500rpm+).
2:Blocking off one of the valves per cylinder at low rpm's- Toyota did this a while ago, you put a butterfly valve before one of the valves so that all the air must go through one, accelerating it to normal speeds. Helpful if theres a port job and larger cams!
3:Maybe, and this is a big maybe, make a Variable Valve Timing using adj. cam sprockets and some servos.
4:Variable Length Header- Like the system used on the ferrari, you just have two different length headers connected together at the exhaust ports. At a certain rpm it would switch over using a splitter vane.
5: Last one, Variable Cat-Back Piping-After the cat use a Y-pipe that connects to two cat-backs, one 2" and one thats 2.25". In the y-pipe there would be a splitter flapper. Below lets say 3k its on the 2" piping, from 3-5.5k its with the 2.25, and from 5.5k+ its using both. Testing would be needed to see when the switchovers would occur! I figure the use of selenoids would work best with these.
Sorry for the length but there was a lot to cover. Anyone who has read this far I want your input, other ideas etc.. TIA

a quick spooling turbo can help out low end torque.. :-)

I think the only problem is that those ideas will either/or take time to make, be expensive, or add way too much weight to the car. Especially two exhausts.

Bah, turbos the easy way out. Give me a challenge! I dont think any of those would add much weight. As far as difficulty goes from easy to hard:dual size exhaust, Valve Blocker, VLI, dual Header(all that heat has to be taken into consideration). The big thing would be making electronics to initiate the switch. Im currently working with the VLI right now(gonna make a shorter manifold by cutting the runners off the top half and just welding whats left to the bottom runners in an attempt to see what gains can be had).

I spent a few hours thinking about a variable runner intake manifold last month. It would have low load runners and high load runners. Butterflies in the plenum would block the entrance to the high load runners until you wanted them. Low loads would be long, curved, smaller diameter, and taper as you got to the exit. High loads would be short, wide, and straight. Don't have a good sketch of it. I can't make that a reality until I buy a TIG welder and learn how to use it...oh well. Hard to weld in an apartment too.


Corbin

'95 ESI-T
HRC+FMIC+ETC...



Gimme fuel...Gimme fire...Gimme that which I desire

...LOL, and use a large industrial fan aimed at the ceiling to create slight turbulance without much wind affecting the assmebly. You defintely need a TIG welder for working with smaller projects though and it's no where near as messy (MIG makes a lot of smoke)

If you wanna see my designs goto home.earthlink.net/~motson10 and click the pics unfin. VLI3(its not a very good design) and VLI2, these were made in paint so its hard to make everything right like with the VLI3 I had problems making the runners different sizes. The other pic is of me for those who are interested.