How to supercharge the air going into your engine, without a supercharger.
for a variable-length intake manifold system, and in the May, 1966 issue of Road & Track, we detailed a number of experimental variable-length intake systems. It wasn't until the Eighties, however, that automakers began using variable-length intake manifolds.. Below 3500 rpm, the 5.0-liter V-8 was fed through a longer intake tract. Above 3500 rpm—and depending on throttle position—a vacuum-operated butterfly valve opened and the engine breathed through a shorter tract.
You can also get the exhaust paired to these resonant intake systems. When expelled air from the engine reaches the exhaust collector, it creates an area of low pressure. Dinan explains that this negative pressure rises as air travels through the exhaust primaries and back through the exhaust valve. If you have a bit of valve overlap—when the exhaust valve opens and the intake valve closes—you can use that exhaust pulse to help pull more air into the cylinder.
"That negative pressure wave goes up through the exhaust valve…up to the end of the intake runner, and creates an area of negative pressure that increases airflow to above 100-percent efficiency," Dinan says. While the aforementioned article from our May, 1966, issue detailed concepts for a variable-length exhaust manifold, none were produced because, well, the exhaust manifold is hot and mechanical systems don’t thrive in that environment. With variable cam timing, however, you can time the valve overlap so that negative pressure wave arrives at the intake valve just when you need it.
Like the Mercedes Gullwing before it, the system is spectacular to look at, and incredible in action.
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