intake manifold runner
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intake manifold runner Post Review
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intake manifold runner Q&A Review
How does failing intake manifold runner control affect engine performance?
In 40 years I have never heard of an intake runner failing, got any idea of what might cause one to fail ?
Will the metal rods connected to the Intake Manifold Control Runner still move if the car is in park but at high RPMs?
As usual a bit more info would be forthcoming. There are 2 ways that manufacturers use to change the length of the runners: 1) Electronic stepper motors which will only operate at a certain RPM/Load cecnario. Not at 0 load whilst you are in park. 2) With a vacuum diaphragm box, similar to what you have on old distributors. The first types were connected straight to the runner and would budge the mechanism slightly as you floored the accelerator and vacuum dropped. At high RPM you will have vacuum again in park, so the runner would return to the 0-load position. The latter units with vacuum boxes had a electronic valve to allow vacuum or pressure through via pre-determined load/rpm scenarios.
How does the intake manifold runner length affect the power curve of a car?
This is a general rule only — a long manifold gives better low RPM torque while a short manifold favours high RPM. This is also influenced by manifold internal diameter where a small diameter favours lower RPM and vice versa for large diameters. Valve timing is another influencer and the closing of the intake partially influences what happens when there is a back and forth wave form in the intake and is where the charge rushed into the cylinder causes a pressure rise in the cylinder and causes a back wave back out through the inlet valve. Being able to take the closing of the valve the moment the charge wants to move out of the cylinder involves a lot of development work and computer mapping. At the other end is the timing of the exhaust valve closing and the inlet valve opening. Normally the inlet opens before the exhaust stroke has completed and the exhaust closes after the exhaust stroke has finished and the intake has commenced. This is done for three reasons — 1. To allow the exhaust to have time to slowly close onto the seat 2. Open the inlet slowly and 3. Make usr of the outgoing exhaust gases with inertia to draw in stationary gases before the inlet stroke starts proper. Back to manifold runner design — this is also more complex and particularly in carburetor days, seriously affected fuel distribution. Now days with port or direct injection the manifold has to cope with the flow of air only one not a liquid and gas as with carburetors. Many now days have a plenum which can quite often be varied in length and has an effect as noticeable as variable valve timing in terms of widening the torque curve.
What does the intake manifold runner control valve do?
Many intake manifolds have runners with two different paths to the intake ports. One path is long for low speed torque and the other path is short for high speed power. A control valve is used to direct the air flow to one or the other pathways by the engine control module, according to various parameters and sensors on the engine, including throttle position, engine speed and load.
What is intake manifold runner control?
The Mercedes P2006 Code Demon. Variable intakes are nothing new nor unique to Mercedes Benz. Many other brands have been using similar technologies for decades. Coincidentally, most of them had similar issues. Timing Air Turbulence Air is an absolutely essential part of combustion and hence the overall operation of any internal combustion engine. However, just getting air in there isn’t enough. Over time, engineers have found that timing the moment when the air reaches the intake valves can significantly improve several performance parameters of an engine. You can get better power in the lower RPM range, better fuel economy, overall better efficiency, and more. The way Mercedes has achieved variable intake timing is by using short and long runners. An intake runner is a tube that leads air from the intake port to the cylinder head. As the intake valve closes, the air going into the engine hits the back of the valve and is diverted back up the runners into the manifold. In a perfect world, you’d want the air to come back to the intake valves just as they’re opening up. Doing so will ensure that the densest air is getting into the cylinder. The Art of Scavenging This is called scavenging (or Helmholtz resonance for those more scientifically inclined). One way to do this is to lengthen or shorten the runners. If you time everything right, you can achieve the scavenging effect at different parts of the RPM range. Unfortunately, you can’t ensure scavenging across the entire RPM range. For most road cars, you’re looking at a narrow band of around 3,000 to 4,000 RPM. The situation is different for high-performance engines, which are often tuned so that optimal scavenging happens much higher in the RPM range. Doing so ensures peak intake values when you hit the power band. Mercedes Benz 3.0 and 3.5-liter V6 and V8 engines (M272 and M273) are fitted with a variable intake manifold that includes a set of long and short runners. Mercedes has used a series of flaps and an actuating mechanism to bridge these runners, changing the distance air needs to travel to reach intake valves. For whatever reason, engineers at Mercedes Benz have decided to make this entire assembly out of plastics. When we said they don’t make them like they used to, this is what they meant. Although modern composite materials are relatively durable, whatever polymer Mercedes has used to create variable intake mechanisms isn’t all that impressive. These parts, much like other plastics within the engine, tend to get brittle over time. Endless heat cycles, friction, and other factors will eventually push any type of plastics to the brink of its durability. Symptoms and Diagnosis – Stuck Flap As is the case with most intake manifolds, they tend to gunk up with EGR residue over time. We can thank the PCV system for this particular instance, which is a fairly standard affair in these engines. That being said, once the gunk starts to build up, the swirl flap is forced to work against increased resistance. Given enough time, the flap will reach a point where the resistance is too much. Interestingly enough, it’s not the flap that goes first, but rather the cam lever that activates it. The lever is, you’ve guessed it, made of plastics. The result is a stuck flap and an engine that has suddenly lost its ability to fine-tune intake timing. The resulting symptoms often include loss of power, misfires, extremely rough idle, engine throwing P2006 codes, and a persistent check engine light. Most notably, loss of power due to retarded engine timing because of the failure. I have replaced probably a dozen of these damn things, and it’s a pain in the ass to R&R the intake manifold. BTW, your friendly neighborhood Mercedes Dealer will charge you $2K to replace the manifold if you don’t know about the availability of the part in the video.
Why is my engine light on after a replace the intake manifold runner?
Well it's got to be related to the work you performed if it wasn't on before you replaced the intake manifold Runner. You need to pull the code and see what fault you have. From there then you can determine whether it is directly or indirectly related to the repair you performed. If you don't have a scanner you can pick them up pretty cheap these days, or even run it over to a parts store and they'll usually pull the codes for free.
How does the intake manifold runner length affect an engine?
In a gasoline burning internal combustion engine, the length of an intake manifold runner has varied effects. The diameter and the length, or distance from the intake valve both have an effect. Short answer is that a longer intake runner is good for a lower RPM range and moves the torque down on the scale. A shorter runner is better suited to higher revving engines. The real answer is that there are a lot more variables involved than just the short answer can give. Internal cross section, size and number of intake valves, carburetor or injector size and so on, all determine which will work best in any given application.
Why do some intake manifolds have 2 sets of runners?
The engine has 2 intake valves with a separate intake runner for each valve. One of the inlet runners has a butterfly valve that the ECU can close. At low speed/load the valve is closed and the engine runs on one intake. This promotes swirl in the cylinder and better mixing of fuel/air giving better low load running. Espacenet - Bibliographic data Some versions have a different cam profile for the two inlets, this gives a wider range of torque. Patent US4628880 - Induction system for internal combustion engine having multiple inlet valves per combustion chamber Others have different lengths of runner so they are more efficient at filling the cylinder at different engine speeds, again to stretch the torque curve
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