Patent Publication Number: US-2009217899-A1

Title: Intake manifold for internal combustion engines

Description:
BACKGROUND OF THE INVENTION 
     The present invention relates to an intake manifold for use with internal combustion engines. 
     Most high performance internal combustion engines include an intake manifold, mounted atop the engine block and heads, which receives an fuel-air mixture from a carburetor, throttle body or other device, and distributes the fuel-air mixture through runners to multiple cylinder intake ports of the engines&#39; cylinders. Typically, the fluid flow characteristics of an intake can dramatically affect the performance of the engine, thereby giving it better low, mid and/or high end horsepower and/or torque. 
     Several variables affect the flow of the fuel-air mixture from the carburetor to the engine cylinders, including the volume of the intake plenum, restrictions in the intake plenum, dead air spaces within the intake plenum, and the directness of the route of the fuel-air mixture from the carburetor to the intake runners. 
     A variety of manifolds have been designed to address these issues, particularly in the field of aftermarket intakes designed to improve the horsepower of V6, V8 and V10 engines; however, room for improvement remains. For example, one intake manifold used to improve peak and a range of horsepower is the tunnel ram. This intake is designed to accommodate two carburetors mounted atop separate high rise throats of the intake. The throats are tall, typically six to eight inches in height, and open directly to a single intake plenum below, to which runners are joined. In effect, the high rise throats enable the fuel to better atomize and distribute within the air of the fuel-air mixture, which typically improves peak horsepower of the engine. The tall profile of the intake, however, requires significant under-hood space. Indeed, the hood of the vehicle in which such intakes are installed usually must be modified to accommodate the intakes by cutting the hood and including a raised scoop. This, of course, raises the cost of installing such intakes on an engine, and in many case detracts from the appearance of the vehicle. 
     SUMMARY OF THE INVENTION 
     The present invention provides a low-profile, internal combustion engine intake manifold that distributes a fuel-air mixture from a single carburetor or a single throttle body to multiple cylinders of the engine. In one embodiment, the intake manifold can include a box-shaped chamber defined by at least four sidewalls. 
     In another embodiment, the chamber can be mounted atop multiple intake runners, and can open to an intake plenum to which multiple runners are joined. 
     In yet another embodiment, the box-shaped chamber can include a mounting portion or flange to which a substantially planar, removable cover plate can be mounted to close the top of the box-shaped chamber. The cover plate can define at least one hole to accommodate a carburetor, throttle body or other fuel-air mixture delivery device. 
     In a further embodiment, the intake includes upper and lower portions. The lower portion can define an intake plenum, bounded by a plenum floor. This intake plenum can be in open fluid communication with runners that extend from the intake to respective intake cylinder ports of an engine. Optionally, the lower portion can also include an engine valley cover joined with the runners and/or the lower portion. This cover can be located below the plenum floor, and configured to cover an engine valley of the engine, which may be of the V-type configuration, such as V6, V8 or V10. 
     In another, further embodiment, the intake includes an upper portion located directly above the lower portion. This upper portion can include the box-shaped chamber. Optionally, the box-shaped chamber can be constructed from four or more side walls. Each side wall can be substantially planar, and can be joined with the other walls at corners. The box-shaped chamber can be floorless, so that it opens directly to the intake plenum to provide direct fluid communication with the runners through the intake plenum. 
     In yet another, further embodiment, the intake can be configured as a single plane intake. In other words, the upper and lower portions can be substantially void of any structures that separate the fuel-air mixture so that it flows to selected runners associated with cylinders on opposite sides of the engine. 
     The present invention provides a simple and inexpensive intake manifold producing improved horsepower output from an internal combustion engine at selected low-, medium-, or high-rpms, or a combination of the foregoing. Because the intake is of a low-profile configuration, it can easily be installed on a variety of engines without substantial concern for under-hood clearance. Further, due to the box-shaped chamber, the fuel-air mixture is provided with a short, direct route from the top of the box-chamber to the runners, which in turn, improves the desired horsepower increase. 
     These and other objects, advantages and features of the invention will be more readily understood and appreciated by reference to the detailed description of the invention and the drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a perspective view of an intake manifold of one embodiment; 
         FIG. 2  is an exploded perspective view thereof; 
         FIG. 3  is a perspective view of the manifold mounted to an engine and having a carburetor joined with the manifold; 
         FIG. 4  is a front view of the intake manifold mounted to the engine; 
         FIG. 5  is a top view thereof; 
         FIG. 6  is a cross section view of the intake manifold taken along lines  6 - 6  of  FIG. 5 ; and 
         FIG. 7  is a graph illustrating the horsepower improvement provided by the intake manifold of one embodiment over a conventional manifold. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     An embodiment of the intake manifold is shown in  FIGS. 1-6  and generally designated  10 . As shown there, the intake manifold generally can include a lower portion  20  defining an intake plenum  30  and having runners  40  joined therewith, an upper portion  50  defining a box-shaped chamber  60 , and an optional removable cover  70  joined with the upper portion to close the top of the box-shaped chamber. As shown in  FIG. 3 , the intake  10  is joined with a V-type cylinder block engine  100 , for example, a V6, V8 or V10 block; however, it is contemplated that the intake can be suitable for other types of engine configurations. 
     As further shown in  FIGS. 3-4 , the intake  10  has joined with it a single four barrel carburetor  105 , and thus set up to qualify for use in single carburetor high performance drag racing events. The intake, however, can also be configured to accept a single throttle body, or a single fuel injection system as desired to accommodate other types or racing events-indeed, the intake can be configured to accommodate  2 ,  3  or more carburetors, throttle bodies or fuel injection systems as desired. Moreover, where the cover  70  is removed, a supercharger can be mounted directly to the intake  10 , in the absence of a carburetor or throttle body. 
     Returning to  FIGS. 1-6 , the components of the intake  10  will now be described. Along its lowermost part, the lower portion  20  can optionally include an engine valley cover  22 , which is configured to mount to a V-type engine, and subsequently to extend across and cover a substantial portion or all of the engine valley of that engine. In so doing, the engine valley cover  22  can effectively cover the engine valley so that all components of the engine within the valley  122  ( FIG. 3 ) are concealed and secure. The engine valley cover  22  can include a central portion  23  and laterally projecting side flanges  24  which also extend upward at an angle relative to the central portion  23 . The central portion  23  can define a distributor mount  25  and one or more coolant apertures  26  as desired. The engine valley cover  22  and its components can be joined with the engine by way of fasteners, such as bolts and the like. 
     The lower portion  20  further defines an intake plenum  30 . This plenum  30  is generally an open, single plane plenum, void of any baffles that dissect one side of the plenum entirely from the other side of the plenum, as in a dual plane intake. The plenum can be bounded along its underside by a plenum floor  32 , which can define a continuous contour surface extending from a bank of runners  40  on one side of the intake to the bank of runners on the opposite side of the intake  10 . This plenum floor  32  can also be continuous with the floors  43  of each of the runners  40  as desired, or, there can be a step up or step down to the runner floors as desired. 
     As shown in  FIG. 6 , the plenum floor  32  can be supported by the runners or other structure above the engine valley cover  22  a predetermined distance. This distance can range from about 1 inch to about 6 inches, optionally about 2 to about 3 inches, as the application requires. Generally, however, smaller distances can be used to retain the low profile of the intake. 
     The lower portion also can include the runners  40  mentioned above. These runners can vary in number, depending on the number of cylinders in the engine. Generally, the runners  40  will be of the same number as the cylinders of the engine. As shown in  FIGS. 2 and 6 , each runner can include side walls  41 , an upper wall  44 , and a runner floor  43 . Generally, the runners can be tubular, which means that they are of a hollow, elongate construction, along at least a portion thereof. Where runners are adjacent one another, the sidewalls  41  of one runner can continue into the runner of the adjacent runner, forming a sidewall of that runner as well. Each of the runners can also includes a plenum end  45  and a port end  46 . The port end  46  generally can be joined with the engine valley cover  22 , and in particular, one of the side flanges  24 . The port end  46  can also be configured so that it aligns with a respective cylinder intake port so as to establish a fuel-air mixture flow path from the intake plenum  30  to each respective combustion cylinder of the engine  100 . 
     The plenum end  45  of the each runner can be joined with and open directly into the intake plenum  30 . As shown in  FIGS. 2 ,  4  and  6 , the intake plenum  30  generally is void of any defined side-walls, and accordingly generally is bounded by the plenum ends  45  of each of the runners along its sides. At the front and rear, the plenum can be bounded by a front wall  35  and a rear wall  36  as desired. These front and rear walls also can be continuations of side walls  41  of runners from opposite sides of the intake plenum, or separately defined walls altogether. 
     With respect to  FIG. 5 , the intake plenum  30  can also be configured so that portions of sidewalls  41  of certain runners project at least partially into the plenum. The precise distance of the projection into the plenum can be varied as desired, or the sidewalls can be reconfigured so that they terminate without entering the plenum. 
     Referring to  FIGS. 4 and 5 , the lower portion  20  generally transitions to the upper portion  50 , which includes a box-shaped chamber  60  bounded by at least four sidewalls  62   a - d.  The box-shaped chamber  60  can be generally in the form of a rectangular, square or quadrilateral geometric shape. As shown, it is of a rectangular shape with its major axis A disposed along the length of the chamber, extending from the front of the intake to the rear of the intake  10 . The minor axis B is disposed along the width of the chamber, extending from one side of the intake to the opposite side of the intake  10 . In general, the length and the width of the chamber  60  can be pre-selected to optimize output from a specific engine or fuel system to which the intake is joined. Several suitable lengths for the major axis A can be about 10 inches to about 10.5 inches, optionally about 10.5 inches to about 11 inches, and further optionally about 11 inches to about 11.5 inches. Several suitable widths for the minor axis B can be about 5 inches to about 5.5 inches, and optionally about 5.5 inches to about 6 inches. The length and width of the box-shaped chamber can also be selected so that it falls within a pre-defined ratio, such as about 2:1 length to width. Depending on the desired engine performance, and the particular engine, the above dimensions can be modified as desired. 
     The box-shaped chamber side walls  62   a - d.  As shown can each be substantially planar, that is, each can include a generally two dimensional surface facing the interior of the box-shaped chamber  60 , wherein that surface is substantially flat; however that surface can also include one or more small curvatures, undulations and/or angular sub-surfaces and still be considered substantially planar. The exterior of the sidewalls  62   a - d  can include corresponding features as well. The sidewalls  62   a - d  can generally be of the same depth D ( FIG. 6 ), which can range from about 1.25 inches to about 1.5 inches, and optionally about 1.5 inches to about 2 inches. These depths can provide a low-profile for intake so that it fits well in under-hood applications. In general, where the intake  10  projects at its highest-most component above the engine by less than about 7 inches to about 8 inches, optionally less than about 6 inches, the intake can be considered a low-profile intake. 
     The sidewalls  62   a - d  can also include lower wall sections, which are joined with the runners atop the upper walls  44  of the runners. In certain embodiments, the sidewalls remain uninterrupted by the runners  40 , with the upper walls  44  of the runners terminating adjacent the lower section of the sidewalls  62   a - d,  but without forming an opening in those sidewalls  62   a - d.    
     The box-shaped chamber  60  can also be configured to include corners  63   a - d  ( FIG. 5 ), at which the sidewalls  62   a - d  intersect and/or are joined. These corners can be substantially right angled corners, which means that the sidewalls can intersect at angles between 80 degrees and 100 degrees, optionally about 90 degrees, and can include configurations where the inside corners  63   a - d  are chamfered, radiused or filleted as the application requires. Optionally, the forward corners  63   a  and  63   c  can be located over the runners  40  that correspond to the forward-most cylinders of the engine  100 . Likewise, the rearward corners  63   a  and  63   d  can be located over the runners  40  that correspond to the rearward-most cylinders of the engine  100 . 
     With reference to  FIGS. 5 and 6 , the box-shaped chamber  60  can be floorless, and therefore can open to the intake plenum  30  to provide fluid communication between the box-shaped chamber and the plenum, and thus the runners  40 . It is noted that minor portions of the sidewalls  41  and upper walls  44  of the runners (as shown in  FIG. 5 ) may project under the box-shaped chamber, or beyond the interior of the sidewalls  62   a - d,  with the chamber still being considered floorless. In addition, where those minor portions do not project under the box-shaped chamber, or beyond the into the interior of the sidewalls  62 - d,  the box-shaped chamber is also considered floorless. 
     Referring to  FIGS. 4 and 6 , the sidewalls  62   a - d  can include upper wall sections  64   a - d.  These upper wall sections can be modified to include a mounting portion. This mounting portion can be part of the sidewalls  62   a - d  themselves, or can be another component, such as the mounting flange  65  shown in the figures. Where the mounting portion is part of the sidewalls, it may simply be an upper part of the sidewalls  62   a - d  including a fastening element or structure for receiving a corresponding fastening element. For example, one or more of the upper wall sections can define a plurality of holes, which can optionally be threaded to receive a correspondingly threaded fastening element, such as a bolt or screw or other fastener. 
     Where the mounting portion is a structure such as a mounting flange  65 , that flange can be integral with the sidewalls  62   a - d,  or can be joined with a fastening element to those sidewalls. As shown, the mounting flange  65  generally surrounds the uppermost region of the box-shaped chamber  60 , projecting a distance outward from the sidewalls  62   a - d  in doing so. The mounting flange  65  can also be outfitted with a fastening element or structure for receiving a corresponding fastening element. For example, the flange can define a plurality of holes, which can optionally be threaded to receive a correspondingly threaded fastening element, such as a bolt or screw or other fastener. Alternatively, the mounting flange  65  can include a quick release clamp or other mechanism to efficiently engage any component desired to be joined with the mounting flange  65  or sidewalls  62   a - d.  Finally, while the mounting flange  65  is shown as being located on the exterior of the sidewalls  62   a - d,  it can alternatively by located on the interior of the sidewalls as desired. The mounting flange also can be located on either or both the interior and exterior of the sidewalls as the applications requires, even in an alternating arrangement. 
     The mounting portion of the intake  10  is generally configured to correspond to the optional cover  70 , or to any other fuel-air introduction device that is mounted directly to the mounting portion, such as a supercharger or blower. The cover  70  button  FIGS. 1 ,  2  and  4  generally can be configured in the same geometric shape as the box-shaped chamber, and indeed, can cover the top of the box-shaped chamber  60 , closing off that top of the box-shaped chamber. If desired, a gasket (not shown) can be placed between the mounting portion of the sidewalls  62   a - d  and the cover  70  to create and air tight seal between these components. 
     The cover  70  is generally in the form of a substantially planar plate, having a thickness ranging from about ¼ inch to about 5/16 inch, optionally about ⅜ inch. By substantially planar, it is meant that the cover includes a generally two dimensional surface facing the interior of the box-shaped chamber  60 , wherein that surface is substantially flat, however, that surface can also include one or more small curvatures, undulations and/or angular sub-surfaces and still be considered substantially planar. The exterior of the cover can have corresponding features as well. 
     The cover  70  can also define one or more fastening element apertures  71  so that it can easily be mounted to the mounting portion as desired. Optionally, the fastening elements  72  are removable so that the cover  70  is easily and quickly removable from the bolt mounting portion. 
     The cover  70  also can include a mounting area  73  to which a single carburetor  105  mounts. This mounting area  73  can be generally centered from front to back, and side to side of the box-shaped chamber to ensure equal distribution of the fuel-air mixture from the carburetor  105 . The mounting area  73  can be of the same size and shape as the footprint of the carburetor  105  to ensure accurate positioning of the same. Moreover, the mounting area can be outfitted with connecting elements and/or corresponding holes for connecting elements to joined the carburetor with the cover  70 . As shown in  FIG. 2 , the connecting elements  75  are studs that are threaded into stud holes  77  at locations corresponding to the bolt mounting pattern of a carburetor. 
     The mounting area  73  also defines a hole  76  that aligns with the barrels of the carburetor  105  so that the fuel-air mixture produced by the carburetor passes through the hole  105  directly into the box-shaped chamber  60 . When other fuel-air mixture introduction devices are used, such as a throttle body or fuel injector body, the hole can be reconfigured to adequately align with the components of those devices as desired. 
     Referring to  FIGS. 2 and 4 , the mounting area  73  extends over only a portion of the box-shaped chamber  60 . For example, if the surface area of the mounting area is measured, it amounts to only about ⅓ to about ½, or less of the total area of the top of the box-shaped chamber (when the cover plate is removed and the open-topped chamber is exposed). Optionally, the box-shaped chamber  60  can be said to extend beyond the mounting area  73  of the cover  70  by it extending beyond the footprint of the carburetor  105  or other fuel-air introduction device. 
     The components of the intake  10 , including the fasteners and various portions, can be constructed from various materials including aluminum, steel, titanium, alloys, other metals and/or synthetic materials, plastic, and combinations of the foregoing. 
     In use, the intake  10  of the present embodiment is joined with an engine  100 . Where the intake includes an engine valley cover  22 , that cover is placed over the engine valley  122 , with the runners  40  of the intake aligned with the appropriate intake ports of the engine  100 . A gasket (not shown) can be disposed between the intake and the engine. 
     With the intake in place, it is joined with the engine  100  with bolts. The cover  70  of the intake, and corresponding carburetor  105  or other fuel-air introduction device can be secured to the intake  10  before or after the intake  10  is joined with the engine  100  as desired. 
     In the embodiment shown, the intake is designed for use with a single four barrel carburetor or throttle body  105 . In this configuration, the cover  70  includes a hole or holes that accommodates only a single carburetor or throttle body. Thus, the barrels of the carburetor or the single throttle body are be aligned with that hole or holes. In other designs, the cover can include multiple holes for multiple carburetors, throttle bodies or other devices. 
     In operation, the carburetor  105  delivers a fuel-air mixture through the hole  105  directly into the box-shaped chamber  60 . Given the relatively straight and direct route from the hole to the runners  40 , as shown in  FIG. 5 , the atomized gas travels quickly and efficiently to those runners and subsequently to the respective engine ports and cylinders. 
     The box-shaped chamber  60  of the invention performs so well that it can provide a 3% increase, or 34 horsepower, increase over a conventionally configured intake on the same motor. The following example illustrates this point, but is not intended to be limiting in any way. 
     EXAMPLE 1 
     A horsepower output comparison was performed between the intake manifold  10  and a “Pro-Filer” intake manifold, available from Pro-Filer Performance Products of New Carlisle, Ohio. The Pro-Filer manifold provided a good baseline to determine the change in horsepower due to its similar runner configuration. Indeed, in this particular example, a Pro-Filer intake was cut and the upper intake portion of the present invention, with the box-shaped chamber, was added to that intake to perform the comparison. The intakes were mounted to the same engine, a 572 cubic inch naturally aspirated gasoline engine, and dyno-tested through a variety of RPMs to determine the change in horsepower produced by the intake  10 . The results of the tests are illustrated in the graph at  FIG. 6 . There, the Y-axis is the horsepower (CHp), and the X-axis is the RPMs of the engine over a range. Based on the testing, there was a 38.4 horsepower, or 3.3% increase in peak horsepower by the present intake (identified as “Box Ram” in the legend) over the Pro-Filer (comparing peak horsepower of 1170.0 for the Pro-Filer and 1208.4 for the present intake). In addition, there was a 34.0 horsepower, or 2.9% increase in average horsepower generated by the present intake over the Pro-Filer (comparing average horsepower of 1179.3 for the Pro-Filer and 1213.3 for the present intake). In the field of engine intakes, this increase-and generally any gain in peak horsepower, or quantified gain in average horsepower-is considered significant and unexpected. 
     The above descriptions are those of the preferred embodiments of the invention. Various alterations and changes can be made without departing from the spirit and broader aspects of the invention as defined in the appended claims, which are to be interpreted in accordance with the principles of patent law including the doctrine of equivalents. Any references to claim elements in the singular, for example, using the articles “a,” “an,” “the,” or “said,” is not to be construed as limiting the element to the singular. Any reference to “at least one of X, Y and Z” refers to only X, only Y, only Z, and any combination of X, Y, and Z.