If little to no surge tanks on TE are best then why does almost all turbo cars have bigger surge tanks then their naturally aspirated counterparts?
For optimal performance a TE would have the shortest runners possible with little to no surge tank for maximum performance under load, however when driving outside of load such as cruising, it can cause some decline in performance and responsiveness.
So what looks like a large surge tank, is often connected to the shortest runners possible and they use the surge tank to compensate for the required volume, exactly what I already said. If you look at the majority of the GC's aftermarket options they don't have very long runners and are equal length and straight out from the cylinder head. With the stock manifold the runners connect to a small surge tank but are long (nearly 10 inches), the middle two runners actually wrap down and come back up to make the required distance where the out board runners arc out from the centre surge tank.Runner length can only be changed with an aftermarket intake manifolds, gains for specifically modifying this length can be troublesome as it usually just moves the power band rather than increasing it. Often aftermarket companies shorten the runners and increase the surge tank volume to compensate for closed throttle conditions, thus costing low end torque or relying in fast turbo spool to compensate and increasing high RPM power.
Very interesting. I'll keep an eye on this.I'm actually not removing the vacuum tank, just going aftermarket with it. If you plan on using the stock solenoid to control your BOV, you'll need some kind of reservoir for vacuum. The OE vacuum tank is ~350mL of displacement, roughly the same size as a soda can. I measured that before I removed the old one. I'll be covering all this in the Project Woodstock thread when the new tank arrives.