Maya Ellison
Plastic intake manifolds are placed on top of a car's engine, distributing air to each cylinder. They are typically mounted between the cylinder banks in V-shaped engines. Plastic intake manifolds have been installed in many models of European passenger cars, with Subaru employing this design in its Sambar Dias in 1992. Other car manufacturers that have used plastic intake manifolds include General Motors, Ford, and Chrysler. While plastic intake manifolds have gained popularity due to their advantages, such as weight reduction and fuel efficiency, they also face challenges, including noise and durability issues.
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What You'll Learn
Plastic intake manifolds prone to failure
Plastic intake manifolds have been standard in most late-model engines. Plastic is a popular choice for car manufacturers as it saves weight and cost and conducts heat more slowly than aluminium or cast iron. This helps lower the temperature of the incoming air for a denser, more powerful air-fuel mixture.
However, plastic intake manifolds are also susceptible to cracking. The nylon-filled polymers used to make plastic intake manifolds are weaker than cast aluminium or iron. Mishandling, over-tightening fasteners, excessive bending, flexing, overheating, vibration, or an engine backfire can all cause plastic manifolds to crack.
Techniques such as pressure testing or using smoke machines can be used to check plastic intake manifolds for leaks. If a leak is found, it can be fixed by replacing the manifold, sealing the leak with epoxy or silicone sealer, or welding the plastic with a high-temperature heat gun.
While a hairline crack in a plastic intake manifold usually won't cause engine failure, it can cause idle, fuel mixture, drivability, and emission problems. Vacuum leaks in the intake manifold make it difficult for the engine management system to maintain the proper air-fuel ratio, which can cause a lean misfire, rough idle, hesitation when the throttle opens, and increased emissions.
Early plastic intake manifolds were also prone to failure due to their inability to handle under-hood heat and pressure. Original plastic intake manifolds used in the 1990s, such as those in General Motors 3.8-liter V6s, Ford 4.6-liter V8s, and Chrysler 4.7-liter V8s, are among the more common examples of designs prone to early failure.
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Plastic vs metal manifolds
An intake manifold is an integrated assembly that sits atop an engine, distributing air to each cylinder. Manifolds are also called control blocks or block valves, and they are used in all kinds of industries. Their main purpose is to combine and route gases and fluids of all kinds within one piece of material.
Plastic manifolds are cost-effective to mass-produce, making them a common choice for Original Equipment Manufacturing (OEM) applications. Many stock vehicles come equipped with plastic intake manifolds. Plastic offers little to no limitation on design, allowing for intricate and complex shapes. However, plastic intake manifolds are designed for standard performance output, making them suitable for everyday driving. They may not withstand the pressure and heat generated in boosted (turbocharged or supercharged) applications. Early plastic intake manifolds were often prone to failure because they couldn't handle under-hood heat and pressure.
Metal manifolds, such as those made from cast aluminium, are also cost-effective to mass-produce and are found in OEM applications. While they have some design limitations, cast aluminium manifolds can be post-cast machined, allowing for customized features. They are well-suited for a wide range of power outputs and are suitable for many performance applications. However, they can appear basic under the hood, lacking the aesthetic appeal of other materials.
Another type of metal manifold is made from billet aluminium. Billet aluminium intake manifolds offer extensive design flexibility and can be customized to suit specific performance needs. They are aesthetically pleasing and can be colour-matched to a vehicle. Billet aluminium is known for its durability and longevity, requiring little to no maintenance. However, they can have higher upfront material costs and design expenses.
In summary, plastic manifolds are a cost-effective and design-flexible option for standard performance output, while metal manifolds, such as those made from cast or billet aluminium, are suitable for a wider range of power outputs and performance applications but may have higher upfront costs. The choice of material depends on the specific requirements and constraints of the application.
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Plastic manifold noise issues
Plastic intake manifolds are known to cause noise issues in cars. An intake manifold is an integrated assembly that sits atop the engine, distributing air to each cylinder. While plastic manifolds have many benefits, such as being lighter and less expensive than metal manifolds, they can sometimes produce unwanted noise. This noise is caused by vibrations from the cylinder heads, internal pressure variations, and other underhood components. The noise can be described as "rambunctious" and can detract from the engine's characteristic sound quality.
DuPont, the world's largest producer of nylon for intake manifolds, acknowledges that noise can sometimes be a problem with plastic manifolds. The company has even opened an acoustical analysis laboratory at its headquarters to address this issue. Other suppliers, such as BASF, are also working on improving the noise quality of plastic manifolds.
The noise produced by plastic manifolds is different from that of metal manifolds, and it can be challenging to tune properly. The thinner wall thickness of plastic manifolds compared to metal ones can also contribute to the noise issue. Additionally, the subjective nature of intake sound quality makes it difficult to optimize noise abatement.
To address the noise issues associated with plastic intake manifolds, engineers use various test methods, such as finite-element modal analysis, acoustic holography, and laser-scanning analysis. These tests help engineers identify the sources of unwanted noise and make modifications to the manifold design.
It's worth noting that noise from plastic intake manifolds is not always considered a problem by all car owners. Some may even prefer the unique sound produced by these manifolds. However, for those who desire a quieter ride, the noise issues associated with plastic manifolds can be a significant drawback.
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Plastic intake manifold design and production
The intake manifold is a critical component in achieving maximum power and efficiency in high-performance engines. It sits atop the engine, distributing fresh outside air to each cylinder.
Plastic Intake Manifold Design
Plastic intake manifolds are designed for standard performance output, making them suitable for everyday driving. They are not suitable for boosted applications as they may not withstand the pressure and heat generated in turbocharged or supercharged applications.
Plastic offers little to no limitation on design, allowing for intricate and complex shapes. Plastic intake manifolds are also cost-effective to mass-produce, making them a common choice for Original Equipment Manufacturing (OEM) applications.
However, plastic intake manifolds have been known to have design flaws. Early plastic intake manifolds were prone to failure as they couldn't handle under-hood heat and pressure. This was due to a lack of knowledge about how well plastic intake manifolds would hold up over time and what might cause them to fail. Gaskets that provide a seal between the intake manifold and a metal cylinder head must be flexible and durable enough to withstand serious pulling and twisting forces. Early designs did not account for this, resulting in leaks and warpage under intense heat that eventually led to cracks.
Plastic Intake Manifold Production
Many stock vehicles come equipped with plastic intake manifolds, especially in Europe, where plastics have the highest share of intake manifold materials. Thermoplastics (nylon 6/6 and nylon 6) are commonly used, with global shares projected to increase. Major suppliers of nylon 6/6 include DuPont and BASF AG, while DSM, Bayer AG, and AlliedSignal Inc. are major suppliers of nylon 6.
Plastic intake manifolds are produced using melt core molding techniques.
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Plastic intake manifold in specific car models
Plastic intake manifolds have been installed in many models of European passenger cars. Subaru, for example, employed plastic intake manifolds in its Sambar Dias models in 1992. Other car manufacturers that have used plastic intake manifolds include General Motors, Ford, Chrysler, Porsche, BMW, and Nissan.
Plastic intake manifolds were first introduced in the 1990s and were often prone to failure because they couldn't handle under-hood heat and pressure. Original plastic intake manifolds used on 1990s General Motors 3.8-liter V6s, Ford 4.6-liter V8s, and Chrysler 4.7-liter V8s are among the more common examples of designs prone to early failure.
Despite their drawbacks, plastic intake manifolds offer several advantages. They are made using a melt-core molding technique with a low melting point alloy, which combines blow and injection molding. This makes them lightweight, enhancing fuel efficiency, safety, and performance.
However, one issue with plastic intake manifolds is noise. DuPont, the world's largest producer of nylon for intake manifolds, acknowledges that noise can sometimes be a problem due to thinner wall thickness in plastic compared to metal. Nevertheless, DuPont engineers defend the use of plastic intake manifolds, citing the Porsche Boxster engine as an example of how automakers can achieve both sound quality and the advantages of a thermoplastic intake manifold.
In terms of regional usage, plastics have the highest share in Europe (50%), followed by North America (40%), and the lowest in Asia (less than 5%). Major suppliers of nylon 6/6 for intake manifolds include DuPont and BASF AG, while applications for nylon 6 are expected to grow, making suppliers like DSM, Bayer AG, and AlliedSignal Inc. key players in the market.
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Frequently asked questions
An intake manifold sits atop your engine, distributing air to each cylinder.
Plastic intake manifolds have been installed in many models of European passenger cars. Subaru employed this new plastic intake manifold on super-charged 0.66-litre engines of the Sambar Dias for the domestic market in 1992. Plastic intake manifolds were also used in 1990s General Motors 3.8-liter V6s, Ford 4.6-liter V8s, and Chrysler 4.7-liter V8s.
Plastic intake manifolds are made of thermoplastics such as nylon 6/6 and nylon 6. They can also be made of polypropylene (PP), which has improved acoustics compared to polyamide (PA).
Plastic intake manifolds are lightweight, which can improve fuel efficiency. They are also easier to manufacture than metal manifolds, and they can be welded.
One drawback of plastic intake manifolds is that they can be noisy, especially when compared to metal manifolds. Plastic manifolds are also prone to failure due to heat and pressure, and they can be damaged by old and deteriorated coolant.
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