Velocity Stack - How it Works - Project Car TV
A velocity stack is a trumpet-shaped device of differing lengths which is
fitted to the air entry of an engine's intake system, carburetor or fuel
injection. It is designed to:
Allow smooth and even entry of air at high velocities into the intake tract
with the flow stream adhering to the pipe walls.
Modify the dynamic tuning range of the intake tract by functioning as a
resonating pipe which can adjust the frequency of pressure pulses, based on
its length, within the tract.
Modern engines universally have tuned intake tract volumes and associated
resonance frequencies, designed to provide higher than atmospheric intake
air pressure while the intake valves are open - increasing the density of
the trapped air in the combustion chamber (higher compression). Modified
engines often have the original air box and associated ducting removed and
velocity stacks are installed as accessories.
Modern fuel injection systems with a plenum and single air inlet typically
incorporate some sort of radiused entrance, designed to improve power,
based on air flow increases. Power gains are usually at higher rpm.
In amateur and professional racing, aftermarket velocity stacks are often
used, as rules allow, and gains in the order of 2% to 4% can be obtained
when inlet radii and stack lengths are optimized for that engine.
OEM automotive manufacturers have many regulations to adhere to. One of
these is noise. A properly tuned intake tract produces a rather audible
intake noise under high airflow conditions - that is commonly "untuned" to
allow the vehicle to pass EPA and DOT noise regulations.
The length of the stack is known to have a direct effect on a particular
engine's Boosted power range.
Most current aftermarket stacks are designed to be run "in" the airbox and
a company that does research well will have some applications that have all
the same length and some applications that have differing lengths of stacks
on different cylinders.
It is commonly related that "stand off" (air--fuel mix that gets pushed
back out of the port, usually at full throttle / low rpm) is somehow
captured by installing a longer intake pipe (stack). but, it is actually
that the intake valve is closing too late and the combustion chamber is
simply overfilling and blowing back out the intake port, before the intake
valve closes. A longer inlet pipe will create a later intake pressure wave
that will help keep the air in the chamber until the intake valve closes.
The acceleration of air flow into a duct is inherently a highly efficient
process and the difference between even the crudest radius inlet, and the
most aerodynamic shape possible is slight, amounting to no more than a few
percent. The flow coefficient of a perfect entry would be 1.0 while the
coefficient for a sharp edged entry would be 0.6 and a re-entrant plain
pipe 0.5. In practice these latter types of entry are never used for engine
There is always some attempt to provide some radius at the entry. This
means that total engine airflow would not increase by the amount suggested
by these figures, which apply only to the entry alone, as the inlet end is
never the smallest or most restrictive part of the system. Because the
greatest losses to flow occur near the valve seat, actual overall gain from
any improvement of the entry flow would be much less.
In the real world, on high-rpm IR IC engine, using a minimum amount of
inlet radius gives the best wave strength and a power Boost of 2% to 4% over a 3000 to 3500 rpm
range. Using a larger radius, like 3/4", broadens out the resonant pressure
wave rpm range, but the compression Boosting pressure wave is greatly diminished
and almost unnoticed by the engine.
AEM Flow Bench Demonstration for Cobalt SS CAI
AEM answers two questions brought up by Cobalt SS owners using AEMs Cold
Air Intake System. Specifically, one of our engineers demonstrates how the
velocity stack inside the base of AEMs DRYFLOW air filter allows MORE flow
through the intake than without a filter (more vacuum = LESS flow, not
more!), and demonstrates the robustness of the spring-supported silicone
elbow coupler, all on AEMs flow bench.
Keven Quirion TRIBUTE
A video I made for friends of Kevin Quirion.
Eric ''Garrett'' doing a burnout with his AP2 S2000 in tribute to his Kevin
and his orange AP2 S2000.
218hp 137tq Built Integra GSR @ IMPORT AUTO PROS
NOTE: MOTOR ONLY HAS 1000 MILES WHEN Dyno TUNING AND USING MOBIL 5000
NON SYS 10W30 OIL ON 91 OCTANE PUMP GAS
HERE IS THE SPECS:
Head = SLIGHTLY PORTED INTAKE SIDE
GSR P72 Competition Valve Job Done By Joe Alaniz.
Performances Parts =
ALL Supertech Valve Stem Seals and Bronze Valve Guides
Supertech Hi-Comp Valves
Supertech Dual Valve Springs Ti Retainers
ARP Head Studs
Blox Tuner Series Type B CamShaft
Skunk2 Tuner Series Cam Gears
Skunk2 Intake Manifold
Skunk2 Alpha 70MM Throttle Body
Type R Throttle Cable and Bracket
2.5" Highend Race Header
2.5" Custom Blox Test Pipe
3" Injen Short Ram Intake with Blox Velocity Stack Filter
Apexi Noir Exhaust System
Drop Engineering Motor Mounts GREEN INSERTS
Gates Racing Timing Belt
APC 9.3MM SPARK PLUG WIRES
VISION MOTORSPORTS ADJUSTABLE FUEL REGULATOR
NGK IX Irdium Spark Plugs
Cosmetic Head Gasket
Mishimoto Radiator Hose
Flex-a-Lite FAN or FAL FAN
GSR B18C1 BLOCK
Bore Block DECK AND HONED 81.5MM DONE BY RS MACHINES
RS MACHINE PR3 B16 HIGH COMPRESSION PISTONS
ARP Rod Bolts
Type R Oil Pump
GSR Water Pump
ACL Race Bearings KIT
Moroso Oil Pan
Mishimoto Fan Switch
Y21 BELIEVE ITS A B16 TRANNY WITH GSR 5th GEAR I BELIEVE
ACT HEAVY DUTE CLUTCH
ACT PRESSURE PLATE
WALBRO FUEL PUMP
P28 TUNED ON CROME
H22 CB7 Dyno
HATCHing CB7 H22
H22 Dyno, stock
internals, stock cams, ported IM, Bisimoto header w/ full 3" custom Exhaust, Blox velocity stack.. tuned on Chrome
P28 by Jordan @ jordantuned.com
IB ported head
SMSP Header and Exhaust
Rocket M25 cams
AEM CAI + BPi stack
barraute drag 2010 projet video.wmv
Course barraute du samedi matin pour les street cars.Efs2k kevla et sam le
pognard a la fin!!
untengijutsu squad----------keep it in the street nigga!
B16a Dynoed at FORCE
FED IN LAS VEGAS.
First gen b16a in ef chassis
intake (home made velocity stack)
rs*r open header
In 3 pulls car made 149.33WHP and 106.85 torque This is to the wheels.
Car made 137HP and 100Torque with Exhaust on and air filter. So this proves open
header does make power, in my car 12WHP and 6 torque.
Soon to be convert to obd1 and get a chipped p28 and tune.
Car is currently obdo virgin pr3.
FujiRacing All-Motor Miata Dyno @ Titan Motorsports
Built by FujiRacing, Clermont Fl.
Raul Rodriguez Puerto Rico
171 RWHP. Redline 8400 RPM's
FujiRacing ITB 11:1 CR
FujiRacing 45mm ITB's w/80mm Air Horns
38mm Velocity Stacks/choke
FujiRacing 11:1 Pistons
FujiRacing Racing Cams 304IN/EX10mm Lift
FujiRacing 4-1 Header
FujiRacing 1 Pc. Cro-Moly Flywheel
This Miata was built for Solo 2 Autocross & Touge style events. With the
38mm Velocity stacks 1st & 2nd is is where get the quick acceleration.
Idles at 1000 RPM's all day long & even after 3 Five lap sessions at
Nashville Superspeedway hitting 130 MPH in 95* Heat.