K&N modifications, can it be improved?
- Thread starter ShoBoat
- Start date
Its not just heat you are fighting, its air velocity. That ugly looking accordion looking piece, the bellows on the stock intake smooths and accelerates the air after it goes through the filter. The other issue is that smooth tube actually adds resistance to the air due to more surface area.
panther427
New member
I would ceramic coat everythin metal I could. Epp hot pipes down pipes any intake piping. Every little bit helps.
Another option is getting the thermal blankets or wraps.
Another option is getting the thermal blankets or wraps.
In order of priority i suspect the bellows is most important. Getting that tube dimpled seems like it could be pretty complicated. Of course I'm not a machinist so idk.
OEM is crude but very effective.
A math guru needs to calculate max airflow through the box and see if air volume is even an issue.
OEM is crude but very effective.
A math guru needs to calculate max airflow through the box and see if air volume is even an issue.
FoMoCoSHO said:
I am pretty sure air flow at my current state of mods is not an issue. I am even running the stock filter with no real reduction in performance. The stock box does suffer from heat soak just like anything else. So in an attempt to reduce that effect and gain back the visual and noise fluff would be great. Also any reduction in heat soak would be a plus for street and track performance. It's obvious through torque what happens to the car at that point, it starts pulling timing and I see KR to the tune of up to 4 degrees.
The pipe is large enough to fit my hand inside and would easily accommodate a Dremel tool to perform the dimpling. Every little bit helps. Keep in mind with my modified heat shield it seemed to keep up with the fresh air intake, so that seems to be resolved.
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ecoboostsho
New member
Found this great real world test article dealing with intakes on turbo charged trucks. It's quite a read but I think you will find it very informative. Their testing is backing up much of what I think we are on to here although it does potentially dispel some of the myths as well. The biggest variables appear to be cool air and the amount of pressure drop the intake creates. Airflow doesn't seem to play as big of a part as we may be thinking. Big isn't necessarily better either!
https://www.genosgarage.com/GenosGarageTechArticles/TDR56_AirIntakeSystems-Part1.pdf
https://www.genosgarage.com/GenosGarageTechArticles/TDR56_AirIntakeSystems-Part1.pdf
I assume there is a part 2 to this analysis? Density IS important, which is a big reason why we have turbos and superchargers. Theoretically, if we lower the IAT, we increase the air density, decreasing the boost needed to reach the same HP/TQ level. By reducing the surface area available to create friction in the intake tube, we should lower friction and maintain velocity, thus keeping air charge temps as low as possible till the delivery point (say, the throttle body). IMHO.
You could simulate the dimpling by drilling a stock or relatively thin rigid tube full of small, closely spaced holes and tightly wrapped heatshield material.
You could simulate the dimpling by drilling a stock or relatively thin rigid tube full of small, closely spaced holes and tightly wrapped heatshield material.
SHOdded said:I assume there is a part 2 to this analysis? Density IS important, which is a big reason why we have turbos and superchargers. Theoretically, if we lower the IAT, we increase the air density, decreasing the boost needed to reach the same HP/TQ level. By reducing the surface area available to create friction in the intake tube, we should lower friction and maintain velocity, thus keeping air charge temps as low as possible till the delivery point (say, the throttle body). IMHO.
You could simulate the dimpling by drilling a stock or relatively thin rigid tube full of small, closely spaced holes and tightly wrapped heatshield material.
Exactly. We have determined that heat plays a large role in the performance of the EB, the closer to ambient the better. Until someone comes up with a way to cool the CAC it's self on the transverse cars and trucks. Reducing the heat soak effect has become my 1st priority now. Adding the dimple effect to the intake tube to reduce intake surface area is second. Although they will be both done at the same time. I am curious to see what happens.
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The hard part of dimpling and texturizing is finding out what shapes help, and what shapes hurt. There is a whole Science to this, and what dimple or texture you use can change based of the shape of the object and other reasons, too. In other words, someone had better model it in a aerodynamic flow simulation because a willy-nilly texturing could result in some reduced performance, potentially really badly reduced too.
There's actually a complex formula I once came across (actually, it was from a patent I was reading on RexResearch), but that was years ago when I went down a rabbit hole looking for laminar flow info.
There's actually a complex formula I once came across (actually, it was from a patent I was reading on RexResearch), but that was years ago when I went down a rabbit hole looking for laminar flow info.
If any of it interests you, research boundary layer air flow stuff.
Some of it is brought up here http://www.rexresearch.com/harmanprop/harmanprop.htm
For those that like to swim in the deep end of the pool:
http://www.rexresearch.com/1index.htm
Here's some more direct stuff
http://golf-patents.com/wave-like-dimples-the-key-to-hitting-bombs/
http://www.racecar-engineering.com/articles/technology/can-dimpled-aerodynamic-surfaces-reduce-drag/
Some of it is brought up here http://www.rexresearch.com/harmanprop/harmanprop.htm
For those that like to swim in the deep end of the pool:
http://www.rexresearch.com/1index.htm
Here's some more direct stuff
http://golf-patents.com/wave-like-dimples-the-key-to-hitting-bombs/
http://www.racecar-engineering.com/articles/technology/can-dimpled-aerodynamic-surfaces-reduce-drag/