The LeMans had the intake pretty much straight with only one 30· (?)

bend.

If you start to do more bends like Jerry's Russel application the

efficiency

must go down for the more work the air needs to go around the bends.

When

you have to do different bends for for/aft rotor you will also have
different flows even if the tubes are same length. How do you

compensate for

different intake tube shapes due to bends in the tubes.

Thomas J.

OK I have no idea. I guess the larger the bend radius the better.
I agree but we don't have the room for 16 to 18 inch straight runners.
Perhaps in a helicopter.

Paul Lamar

Thomas,
Practical experience has shown that smooth curves have very little

effect

on flow. There is probably a slightly higher effect in a rotary due to a

higher

average flow than a piston engine but not much. The manifolds that have
worked for Mazda are very similar to piston manifolds with a slightly
larger diameter. Many of the tuned intakes on new engines are very
curved. There is some loss of course, but usually the manifold can flow
more than the engine can take anyway. For absolutely maximum flow
straight intakes are best but only if they fit in your cowl!
Bill Jepson

Kevin & Kim wrote:

Anyone see that info-mercial where stationary fan blades are inserted into
the airflow behind the air filter?   They call it an Air Tornado or
something.  Spin the air, create a vortex and it should flow through the
intake ducting more smoothly.
Also, take a chapter from the grand daddy of tuned pipes, the pipe organ.
Pipe length is of course paramount to the resonant frequency, but diameter
also effects volume and harmonics.  Under the cowl, what would happen if
the inner-diameter of intake manifold was increased then tapered down for
the intake?
Thinking via cyberspace in Denver- Kevin

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