New pictures of SOHC Turbo Intake manifold type R type S GSR si spec c at the bottom!

Pretty much the intake is designed for high HP
cars.  Equal cylinder distribution was a
priority.  I tried about ten or more designs
with different runner lengths and plenum
shapes to get maximum reasonable
performance.  A square plenum would have
made my life easier, but I'm not one for
compromises.  Alex and Chris helped me
research the design.  We looked into velocity
stacks or "trumpets" in the plenum but found
that was ancient technology; that all the
newer stuff used smooth donut entrys from
the plenum to the runner, especially boosted
applications.

A huge throttle off a Supercharge GM v6 was
source.  The plate is nearly 3".  Throttle
response is wicked.

Each manifold is tested on the car for
clearance.  Despite this, custom fabrication
of brackets and coolant lines is left to the
end user.  Each car is different, and
modification IS required!!!  This is not for
the "bolt on" type of tuner, in any way.  
Underhood space is drastically improved
with this intake.  Reduced weight and
complexity as well as being easy to work on
were not things I took into consideration,
but incidental benefits.

Short runner length with a blocked off EGR
and threaded coolant outlet.  The coolant
outlet is larger for better flow and
completely disconnected fromt he
plenum/runners for all intensive purposes.  
Cooler intake charge and a cleaner setup.

Have the throttle plate farther forward, and
not pointing directly into the plenum means
that the plate itself won't disrupt flow going
into the plenum, directing air above or below
it.  This improves partial throttle performance
and throttle response.  Have a bend and
then a plate is the least desirable setup,
according to Formula 1 engineers.  In the
80's, they started putting the plate before
the final bend leading into the plenum.  Here
again, it would have been easier to just stick
a flange on the end of the tube, but thats
that whole sacrificing thing lol death.

Port flow tested for flow within' 1% per
runner.  Equal distribution of boost is
important, and entirely lacking in the factory
manifold design.  Welding a tube on short
runners won't get you even cylinder
distribution, for what its worth.

One or the many test examples.

As you can see, you can't keep the P/S with
the manifold.  The reason is that the plenum
extends as far as possible past the number
one cylinder runner so that it may draw from
every angle into the runner.  Again, here, no
sacrifices are made for fit/ease of installation.

Semi-finished port.  Perfect transitions
between plenum and runner.  A round
plenum is the optimal shape, but a
pain to work with.

Flanges are laser cut with a ban saw.  
Thanks Dave for all your help with
these!

Updated 1/06
Here is the latest manifold.  It is for a customer building a max performance
SOHC setup.  He has a full Alpha Tuning turbo kit with a t3/t4, a qksltwo.com
custom turbo cam for his SOHC, and now this intake manifold w/ 3" throttle
body and custom tuned ported runners and plenum.  These setups REQUIRE
customization of parts (brackets, fuel setup, throttle cable, vacuum
lines/tapping) in order to be fitted to the individual car.  If this kind of thing
scares you, this is NOT the part for you!  The reason is that the only way this
is anywhere near worthwhile is for me to spend the most time doing the
hardest work and to leave some of the bitchwork to you.  Because that kinda
stuff takes forever and is specific to each car/setup.  I am working to try to
turn out several DOHC turbo manifolds and am also looking for a test
customer to try a DOHC n/a setup.  If you want to test a n/a manifold, you'll
need to dyno before and after, have a high compression setup preferrably
with my cams, have a way to tune it, and have the other bolt ons.  Serious
inquiries about manifolds to tech@qksltwo.com  Thanks Tyler and Dave for
help on the manifolds, as this last one took 28 hrs to finish and flow test!