Originally Posted by Matt Gertsch
It was a cool idea until you sit down and think about what it would do to the velocity of the incoming air. This is why Hesco killed it off. There was just no way for a 4.0l sourced engine, regardless of displacement or induction, to run that much throttle and still have decent air velocity. It sure looked cool though.
So... to revive a pointless thread from the dead...
I just found out such a prototype existed. I've seen old carb straight 6's with multiple carbs before, and I've been reading about the supposed reasons the horseshoe intake is better (more even air distribution?) and thinking, wouldn't it make sense to try 2 TB's on a 99+ intake instead of just boring a normal one out. Wouldn't that provide better distribution? That's what led me to the Hesco Double Trouble prototype. (which also led me here).
I found this over on NAXJA:
The dual throttle body intake was a prototype to see if the stock engine would use more air.
With the standard throttle (2) it was too much air for stock 4.0L.
With the smaller (2.5L) throttle body it made 22HP over stock WJ intake and 62mm throttle body, did have to use larger injectors.
Bottom line is the cost to gain 22HP was too much to sell for stock engines.
The COST for R&D and parts was $4500.00
To sell the intake and throttle bodys would be $1400.00 retail. I just though was too much.
So, my thoughts, if you were determined to make a custom manifold anyway (I'm not, but it seems like it would be a fun project if I had the setup to weld Aluminum) why couldn't you just run two 2.5L TB's? I'm sure dual 2.5TB's would adequately feed a stroker. 22hp seems like an unlikely gain, but you know how those internet quotes go...
Someone discuss this with me. Call me an idiot or something. I'm just looking to spur some technical discussion. Curiosity has got ahold of me.
How would they manage the MAF or IAC?