Batch No: E11

Design, Analysis and Testing of a Variable Length Intake Manifold

for Small Engines

B. Sriram, R. Shreyas, M. Jerome Stanley*

Abstract Tuning corresponds to adjusting the length of intake runner so that

this pressure wave arrives exactly at the time when the inlet valve
opens. This effect is also called as inertial ram effect and length is
The paper describes the work of developing a variable length intake
decided by David Vizard’s rule. Another wave is the rarefaction or
manifold with RAM supercharging effect for smaller 4 stroke engines,
suction wave, This low pressure wave is generated at the time of the
resulting in increase in volumetric efficiency, a flatter torque curve and
suction stroke of the engine, travels upstream to airflow, gets
increased fuel efficiency. RAM supercharging in intakes is a well-
reflected from the inlet boundary(open intake end) as a high pressure
known phenomenon and is a proven technique to increase volumetric
wave, travels downstream towards the combustion space. This
efficiency. With proper designing, volumetric efficiency of more than
compression wave if made to arrive at proper time, by proper
100% can also be obtained at certain rpm. The project aims to use the
designing of intake manifold length increases local density of inlet air
advantage of RAM supercharging at all the speed ranges and at the
flow. This effect is sometimes referred to as natural supercharging or
same time introduce the technology in the smaller engines. The biggest
acoustic supercharging. The length of runner in this case is decided
drawback with ram supercharging is that it works only for a particular
by Acoustic Theory of Piping/Resonance theory. For multi cylinder
speed range, which is highly unpractical and not well suited on road
engines having common intake manifold the compression wave can
conditions but with variable length manifold the problem of limited
be tuned using the Chrysler method deciding the length of the
RPM range can be solved.
individual intake runner .The suction waves produced at the time of
suction stroke can be tuned using acoustic theory.
Keywords: Variable length Manifold, RAM Supercharging, Torque
Curve, Dynamometer, Rack and Pinion.
With this method of varying the length of the manifold there can be
seen a varying output in terms of torque for the corresponding RPM
Introduction band.

A conventional intake in an engine does the work of supplying air to Design

the intake port of the engine by creating a pressure difference
between the atmosphere and the combustion chamber. An intake
manifold, hence should be designed with utmost care and should 2.1 Concept
produce the desired result.

In an Intake Manifold there are two parts of a wave, compression

wave and rare faction wave. The breathability or Volumetric
Efficiency of an engine can be improved using both, compression and
rare faction wave. At certain RPMs the volumetric efficiencies of
more than 100 % can also be achieved, thus increasing the torque
output and performance of the engine, as a result of better
combustion.

Tuning corresponds to adjusting the length of intake runner so that

the pressure wave arrives exactly at the time when the inlet valve
opens. This effect is also called as inertial ram effect and length is
decided by Chryslers Ram Theory and David Vizard’s rule. The
project can help in improving volumetric efficiency and fuel Figure 1. Pressure Contour for Stock Intake
economy by a factor of 5-10% each.

The compression wave is generated when the momentum of the

airflow is halted suddenly by the closing of intake valve. This
compression wave travels back and forth along the closed intake
runner length.
Page 1 of 7
Figure 2. Velocity Contour for Stock Intake

Figure 6. Velocity Contour for Stock Intake with vertical oriented Helmholtz
resonator

The above showed analysis report clearly shows the benefits of ram
supercharging in an intake manifold. The length and throttle valve for
the test were kept as per 3000rpm. It can be noted that the pressure
drop and the back pressure on the stock model is very high, while the
orientation of the resonant chamber also showed drastic change in
flow of charge through the manifold.

Figure 3.Pressure Contour for Stock Intake with horizontal oriented
Helhmholtz resonator
The first two images show the air flow inside a stock intake. The flow
is very uneven and not desired. Images three and four shows the air
flow when the resonant chamber is placed other way around. The
fifth and sixth image show the flow of air inside a ram supercharged
intake. The flow is very neat with no back flow and pressure drops.

It can further be noted that the addition of a carefully designed and

perfectly oriented resonant chamber at the inlet position itself can
boost the intake flow. However, the volume of the chamber has to be
carefully calculated and fabricated.

2.2 Calculations

2.2.1 Intake Runner Length and Diameter

Figure 4.Velocity Contour for Stock Intake with horizontal oriented
Helhmholtz resonator
The runner length can be calculated from David Vizard's rule which
states, “You should begin with a runner length of 17.8 cm for a
10,000 rpm peak torque location, from the intake opening to the
plenum chamber. You add 4.3 cm to the runner length for every 1000
rpm that you want the peak torque to occur before the 10,000 rpm.
So, as per our requirement peak torque should occur at 3,000 rpm.
Therefore, the total runner length should be 17.8 + (7 x 4.3 cm) =
47.9 cm.

The TB diameter dictates intake runner diameter. The area of TB

bore = (π/4) x (d) 2.

If we calculate TB's area and then multiply it by 1.33, we get the

intake's area. Then, use this area to determine the intake runner’s
radius.

Diameter of throttle body = 28mm

Cross-sectional area of the throttle body = (π/4) x (28)2 = 615.75 mm2
Figure 5.Pressure Contour for Stock Intake with vertical oriented Helhmholtz
resonator

Page 2 of 7
Cross-sectional area of the intake runner = 1.33 x cross-sectional area 2.2.3 CFD Analysis of Variable Runner
of TB = 818.95 mm2 Diameter of intake runner = {(818.95 x 4)/π}
= 32.29 mm

Table 1. Intake runner length as per Davis Rule

LENGTH RPM

17.8cm 10000

26.4cm 8000

30.7cm 7000
Figure8.3D Flow Analysis
35cm 6000
The model is made simply with just two bends and the resonator box
at the end. The model is designed as per the maximum length.
39.3cm 5000

43.6cm 4000

47.9cm 3000

2.2.2 Resonance Chamber Volume and frequency

The Activa 110cc engine can reach up to 7500-8000 rpm at max. So

the calculations were done for up to 8000 rpm. The runner length and
the diameter together will decide the volume of the resonator.
Helmholtz resonance theory is used for this purpose. For tuning, the
resonator frequency is kept almost double than that of the piston
frequency.
Fh = (c/2π) x ((S/L.V))1/2
F = frequency, c = the speed of sound (340 m/sec), S = Runner Area,
L = runner length,
V = volume of the resonating chamber.
{(3000/60) x 2} = (340000/2π) x {854.865/ (500 x V)} 1/2
V =0.000501 m3
The most desired shape is of a Cube, as it is easy to fabricate.
Therefore, the side of the Resonating Chamber = (V) 1/3 =7.9m
Figure9.Velocity Contour of New Manifold
Velocity of the flow is checked using the CFD analysis. The analysis
shows increment in flow velocity. The inlet velocity of the air during
intake stroke is considered to be one-thirtieth to one-tenth of the
speed of sound or Mach speed. So the speed or intake air velocity
usually varies from 9m/s to 34m/s. the intake temperature and
pressure are considered to be at NTP. The engine would always
require only a certain maximum volume of air. In this case the engine
would require 0.0001092mm3of volume as the engine is 109.2cc.
This means the engine, when undergoing suction stroke, that is when
vacuum is obtained after the end exhaust stroke, would be requiring a
109.2 cm3of air. That is the maximum it can take up.

Figure7.Resonance Chamber

Figure10. Pressure Contour of New Manifold

Page 3 of 7
The above shown figure shows the pressure contour of the intake
design. The pressure drop is drastically reduced and the outlet is more
organized than that on the stock intake. The case is again that of
having a filleted edge rather than sharp edge, a factor which was
taken care of during fabrication. Instead of fabricating a sharp edged
profile a more curvy profile was fabricated

Experimental Setup

Figure 13. Final setup with electronics to vary the length by Rack and Pinion
mechanism

Figure 11. Engine Jig Setup with New Intake manifold mounted on it.
The above shown pipe is the intake primary pipe with a PVC pipe
sliding along on the periphery as the secondary pipe. The PVC pipe
was chosen because it can be easily meshed with the plastic rack and
pinion and at the same time is light weight which is better for faster
movement.
The rack and pinion was successfully installed in the manifold. The
small changes that were required to be made from the initial design
are, in the design a shift module is claimed, while we used the relay
instead. This was done siting the need for a much bigger motor in the
actual application in which case a shift module would not work. The
other change made from the design was the use of Arduino Nano
instead of Arduino uno. Both the Arduinos would work just fine and
it would barely make any difference, infact the added advantage of
using Arduino nano is that its more compact and the system as a
whole can get smaller.
Testing and Validation
4.1 Rope Brake Dynamometer Setup
The testing and validation of the engine to generate the required
power and torque graphs are tested using a rope brake dynamometer
which has been self-fabricated.

. Figure 12. New Intake manifold with variable coupled to variable part
Figure 14. New Intake manifold with variable coupled to variable part

The intake manifold was finally ready. The schematic diagram of the
manifold is shown above. The fixed part of the intake is attached to
the engine intake port using flange on the manifold end. The flange is
attached to the manifold using O-ring and araldite. The variable part
is a straight pipe whose ID is just big enough to slide outside of the
fixed pipe’s OD. The resonant chamber is sealed and fixed
unmovable to the variable part of the manifold. As the box structure
is difficult to manufacture from the polyvinyl material. The throttle
body is attached to the intake runner using bolts and has flanged
connection at the end of the variable part of the manifold.

Page 4 of 7
.
Table 3.Dynamometer Readings for 4000 rpm

S.No W(kg) S(kg) W-S Tb=(W-S)x r RPM

(Nm)

1. 5 0.456 4.598 4.579 4000

2. 10 5.013 4.987 4.501

3. 15 9.356 5.658 4.328

4. 20 14.598 5.325 3.928

5. 25 19.795 5.239 4.304

Figure15. Actual Setup of Dynamometer

The brake control is given by the formula: Table 4.Dynamometer Readings for 5000 rpm

Brake Power (bp) = π DN (W − S) S.No W(kg) S(kg) W-S Tb=(W-S)x r RPM

Where D is the brake drum diameter, (Nm)

W is the weight of the load and
S is the spring balance reading.
1. 5 0.402 4.598 6.895 5000
r= r1+r2

Braking Torque= Tb= (W-S) x r 2. 10 4.126 5.894 6.314

2𝜋𝑁(𝑊−𝑆)
Power absorbed by engine= (KW)
60∗1000
3. 15 9.100 5.900 6.528
4.2 Rope Brake Dynamometer Readings(Torque Output)

Table 2.Dynamometer Readings for 3000 rpm 4. 20 13.984 6.132 5.438

S.No W(kg) S(kg) W-S Tb=(W-S)x r RPM

5. 25 19.521 5.498 6.270
(Nm)

1. 5 0.564 4.465 2.341 3000 Table 5.Dynamometer Readings for 6000 rpm

S.No W(kg) S(kg) W-S Tb=(W-S)x r RPM

2. 10 5.782 4.265 2.258
(Nm)

3. 15 10.123 4.987 2.017

1. 5 0.231 4.769 6.000 6000

4. 20 15.465 4.213 1.913

2. 10 3.298 6.712 6.710

5. 25 20.456 4.587 2.796

3. 15 8.451 6.549 5.821

4. 20 13.337 6.663 6.132

5. 25 18.735 6.265 6.067

Page 5 of 7
A suitable Torque vs RPM curve was hence plotted with the above
inferred values. The graph looked something like this, as shown 10 TORQUE PROFILE
below. It can be noted that the peak torque obtained from the dyno
reads 6.894Nm. However Honda claim the peak torque to around 8.7- 8
8.889Nm.
6

TORQUE
10 TORQUE PROFILE
4

6.894 2
6.289 6.146
TORQUE

5 0
4.328 4.678 RPM
Figure18. Torque Curve of stock Intake Vs Variable Intake manifold
2.265
4.3 Volumetric Efficiency Test
1.133
0.807
0 TORQUE…
RPM
Figure16. Torque Curve with stock Intake generated by rope Brake
Dynamometer

10
TORQUE PROFILE
8.48 8.7 8.43
6.65 6.69
TORQUE

5
4.27 Figure19. Pro Cal ECU Software interface

1.63
0.87
0 TORQUE…
RPM
Figure17. Actual Torque Curve of Honda Activa 110cc
A more realistic and actual torque value can be seen in the above
curve. The torque values are linearly increasing and the peak torque
of 8.7Nm is achieved at around 5500rpm. Though the actual peak
torque value is 8.889Nm but the torque curve given by Honda
denotes the peak torque is achieved at 5500 rpm and the value is
slightly less.
The ECU is connected to the computer using RS232 port. The RS232
port is connected to the USB port of the computer with the help of
RS232 to USB port converter cable. The cable also sometimes tends
to not work properly as RS232 is a very old way to connect systems
with data logging. The data logging is done in CSV format which is
difficult to convert in excel form with lots of tables and columns
having same notions. Therefore live data feedback was taken from
the software interface during the testing of the engine. This helped in
presenting in a more dynamic way as explaining an excel sheet is
way more difficult and is also more pleasing to look at.
4.3.1 MAP Readings
3000 to 6000, which is the rpm of concern, at map reading ranging
from 450 to 700hPa, the maximum volumetric efficiency obtained is
92 percentage. In theory it has been several time observed to obtain
more than even 100 percent of volumetric efficiency at certain
conditions. But with such values obtained with the stock intake the
results were rather disappointing. This lead to the important question
of efficiency improvement of the engine ass a whole. Not only does
the fuel economy improve but an improvement in the above table will
also lead to an improvement in the overall performance of the engine
giving it a boost of approximately 15 percentage in the power and
torque values.

Page 6 of 7
It can be seen that for the working range that is 3000 to 6000 rpm, at increase however but considering the advantage in reducing
the jump value of map that is 450 to 700hPa, the volumetric emissions and increment in fuel efficiency, the cost would not be a
efficiency is logged. The values are almost a jump of 16 percentage major impact factor.
from the stock intake values. Where the maximum efficiency
obtained with stock intake is just 92 percent, new intake pushes the
value to beyond 100 and a maximum of 133 percent can be noted at
References
the highest working rpm
1. JOHN B.HEYWOOD, (1988). Internal Combustion
150 VOLUMETRIC EFFICIENCY Engine
Company.
fundamentals. Mc graw Hill Book

2. PHILIP HUBERT SMITH, (1971). The scientific design

of exhaust and intake systems. Bentley Book
100 Publication.
V.E PERCENTAGE

3. Alley and others, âAIJWriting Workbook for Engineering

and Science Students,
http://darkstar.engr.wisc.edu/alley/students.html
50 (Wisconsin: University of Wis consin, August 1998).
4. William S. Janna, Introduction to Fluid Mechanics, (PWS
Publishing Co, Boston: 1993).
0 5. Charles Fayette Taylor, The Internal-Combustion Engine
RPM in Theory and Practice Volume I, (Cambridge, MA and
300035004000500060007000 London, England: The M.I.T. Press, 1985).
Figure20. VE Vs RPM Plot
6. KHAIRUN HASMADI OTHMAN. "CFD simulation of
heat transfer in shell and tube heat exchanger". APRIL
Overall volumetric efficiency in the working range is seen to increase 2009.
by a factor of around sixteen percentage. The target of the increase of 7. Gilbert Sammut and Alex C. Alkidas, âA IJ Relative
volumetric efficiency at the beginning of the project was aimed to be Contributions of Intake and Exhaust Tuning on SI
ten percentage. With the above shown results it can be stated that the Engine Breathing - A Computational StudyâAI SAE Paper
objective was met. The engine is now running much efficiently 2007-01-0492.
without the need to change any physical parameters and by just 8. "Thompson M. Non Mechanical Supercharging of a
redesigning an existing part. Four- Stroke Diesel Engine. MS thesis, Ohio State
University, 1968."
Conclusions 9. "http://www.arduino.com"
10. "http://www.ansys.com/en-in/products/fluids/ansys-fluent"
The project is turned out to be a successful one in terms of attaining 11. "http://www.ecotrons.com"
the results. Previous chapter describes about the improvements made Contact Information
and suitable graphs were plotted. The project can be implemented in
the real life application. There would be need of some improvements R.Shreyas
however. The manufacturing methods need to be improved. Better shreyas_249@yahoo.in
adaptation of the design could be done at the OEM level. Better +91-8056062436
manufacturing techniques like 3D printing would not only improve Department of Automobile Engineering, SRM Institute of Science &
the quality but also help in reducing weight and creating complex Technology, Kattankulathur
shapes. The objective of the project was to achieve an improvement
of 5-10% in volumetric efficiency, increase peak torque value by 5-
10% and to obtain a flatter torque curve. The objectives were met
Definitions/Abbreviations
easily in the end. To test the improvement in volumetric efficiency,
Ecotrons EFI kit was installed and using MAP sensor volumetric Dyno Dynamometer
efficiency chart was plotted. An increase of approximately 16% in
volumetric efficiency is observed. ECU Engine Control Unit

For testing of the torque, a rope brake dynamometer was made. The MAP Manifold Air Pressure
dyno was used to plot torque curve of stock intake, so as to obtain
inaccuracy in the dyno. Later new intake was tested and torque VE Volumetric Efficiency
figures were plotted. It was observed that an 18% in peak torque
value and a much more flat torque curve ranging from 3000-6000 SI Spark Ignition
rpm is being obtained.
3D 3 Dimensional
The method could be adopted in the two-wheelers currently in the
Indian market as implementing this could lead drastic to EFI Electronic Fuel Injection
improvement in fuel efficiency, which is the need of the moment.
This could also see the use of Fuel Injection being used in the two-
wheeler sector of the Indian market. The cost of the vehicle might

Page 7 of 7