Very nice design, James. I ike the way you brought the IC plumbing out the back of the manifold instead of the front where real estate is at a premium. When I look at the IC it appears to be about 7/11 th's the chilling capacity of an o3/04 IC design based on cooling columns visible from the top of the IC.
While that is probably adequate for an 8 to 9 psi boost level Eaton, if the owner puts a twin screw or one of the VMP TVS style compressors on the engine the heat transfer capacity of that small of an IC unit will be quickly exceeded. Is it possible to fit a larger IC to the manifold for the higher performance compressors?
Your approach of keeping the IC in the manifold rather than on the bottom of the blower makes a lot of sense - in particular at blower installation / removal time. This doesn't seem like a big deal until you start to assemble or worse disassemble a blower from the engine while it is in the car. With an IC in the manifold, like your design uses, the install / removal of the compressor becomes decidedly easier.
While I'm sticking my nose where it doesn't belong, you might want to consider this sort of product for the "C" head engines also. The OEM Terminator intake manifolds have long since become unavailable from Ford which left enthusiasts somewhat abandoned if they wanted to use a PD blown version of the engine. The up shot was to either force them to a custom manifold and a turbo(s) or go to a different platform.
The modular manifold design you used looks like it could support interchangeable bottoms. The interchangeable bottom approach allows you to accommodate a "B" head, a "C" head and potentially a raised port GT500 style head with just a single lower manifold component change. This would make the product quite attractive to additional buyers expanding your market penetration and also your sales volume.
Again, very nice design.
Ed
p.s. I menat to ask earlier but forgot, are those coolant manifolds you are using at the back of the manifold on each head products?
While that is probably adequate for an 8 to 9 psi boost level Eaton, if the owner puts a twin screw or one of the VMP TVS style compressors on the engine the heat transfer capacity of that small of an IC unit will be quickly exceeded. Is it possible to fit a larger IC to the manifold for the higher performance compressors?
Your approach of keeping the IC in the manifold rather than on the bottom of the blower makes a lot of sense - in particular at blower installation / removal time. This doesn't seem like a big deal until you start to assemble or worse disassemble a blower from the engine while it is in the car. With an IC in the manifold, like your design uses, the install / removal of the compressor becomes decidedly easier.
While I'm sticking my nose where it doesn't belong, you might want to consider this sort of product for the "C" head engines also. The OEM Terminator intake manifolds have long since become unavailable from Ford which left enthusiasts somewhat abandoned if they wanted to use a PD blown version of the engine. The up shot was to either force them to a custom manifold and a turbo(s) or go to a different platform.
The modular manifold design you used looks like it could support interchangeable bottoms. The interchangeable bottom approach allows you to accommodate a "B" head, a "C" head and potentially a raised port GT500 style head with just a single lower manifold component change. This would make the product quite attractive to additional buyers expanding your market penetration and also your sales volume.
Again, very nice design.
Ed
p.s. I menat to ask earlier but forgot, are those coolant manifolds you are using at the back of the manifold on each head products?
