Exhaust+CAI=Results? I've got an opinion.

You've probably said it before, but K & N filters let more air in, but filter less dust and everything else in the process. Want a "cleaner" engine or a little extra HP?

I vote cleaner, longer lasting engine.

 

http://www.tacomaworld.com/forum/performance-tuning/195808-cold-air-intake.html

 

I'm still pretty new here. What does derp mean? Also, if I don't know what derp means, does that make me one?

 

Welcome to Tacoma World.

 

From that thread.

Also for that thread.

I think you both have it backwards. A restriction has a greater impact as the density of air goes up at lower altitude, or with forced induction.

Keep going all the way up into space and the engines spins without taking in any air since none is available, total restriction has zero affect. Gradually return towards earth and get to 9000 ft and the restriction continues with increasing impact and will continue to increase down to sea level. Dense air needs less restriction, not thin air.

Unfortunately the engine cannot somehow makeup more air mass at high altitude even with a less restrictive intake, unless some forced induction is added.

Turbocharging greatly increases the mass of air forced in so a restricted air filter would have a greater affect on power so a turbocharged engine needs more air flow capacity.

 

Everybody know stickers provide the most HP

 

Nice

 

I'm thinking about adding a Volant CAI and a Flo Master duel exhaust system , has any one used this set up , and what were the reviews ?

 

http://www.knfilters.com/dynocharts/63-9025_dyno.pdf

is that not enough proof?

 

Your baseline is off. Air (gas) density is affected by both pressure and temperature.
Focusing only on pressure. Start from sea level, which we know. 14.73 psia is the accepted standard atomspheric pressure at 0 altitude. Atomspheric pressure decreases as altitude increases.
As pressure decreases, higher altitudes, it requires a larger volume flow of air to maintain the same mass flow. Extreme high altitudes (outer space) would approach an infinite volume flow to maintain the same mass flow. Not zero flow.
As flow volumes increase, resistance increases. Lower restriction intakes help reduce these restrictions at any altitude. Turbos, blowers, these things obviously help at any altitude. Again, higher air density by increasing air pressure.

 

Doesn't change the fact that you can't increase the volume flow to "maintain the same mass flow" if the mass isn't there with a naturally aspirated engine at high altitude.

You simply get less mass at high altitude and therefore your air filter becomes less of a restriction relative to low altitude. The opposite of what you are saying.

 

That's what I got, in addition to a throttle body spacer, those are probably the first aftermarket items I bought for my truck. People kept telling me I wasted my money, but you know what? I love that shit! My truck sounds loud and mean (exhaust is chopped right above/after axle) and it has a neat "rape" whistle when I get on the gas. Oh, and I think it at least feels more peppy.

 

I keep hearing how "oversized" stock intakes are. You mention the volumes required. So let's do some math. I'll use my 2.7 for this example. I will be rounding off numbers and taking short cuts, so check my math.
2.7 liters is approx. 163 cu in. Let's convert that to cubic feet for later. 163 cu in is approx 0.0943 cu ft. Sounds small.
So let's as I am going 3000 rpm. I go to wide open throttle trying to climb a hill. As you mentioned, intake is every other revolution. So 1500 displacements per minute.
0.0943 cu ft X 1500 = 141.5 cfm. Not much.
Now let's look at the intake. The MAF sensor sets in a straight section of tubing with an approx. 3 inch inside diameter. 3 in is 0.25 ft. Cross sectional area would be 0.125^2 X 3.14 or approx. 0.049 square feet. Also, doesn't sound very big.
So, the engine is trying to pull 141 cfm through 0.049 sq ft area. That would require a velocity of 141 cfm / 0.049 sq ft or 2877 ft/min or approx 48 ft/sec (or 32 mph).

In the hood scoop thread, everyone was quoting Bernoulli and going all aerospace. Use those same principles here. What happens with these high flows in the twists and turns of the intake?

Oh, and "tuned port" wasn't that the catch phrase for the short lived GM throttle body injection system?

 

Chrysler called it ram-induction in 1960.

 

Higher volume flow equals LESS restriction. Not following you?

The viscosity of gasses is considered independent of pressure. So mass flow is not an issue. Only volume flow.

 

You (and Chris 4x4) are talking about intake manifolds. After the throttle body. Not "CAI" systems. The manifold pulses do not propagate past the throttle body.

 

Now I'm not following you. First you say you need more volume to get same mass. I say you can't get more mass since it isn't there so flow is easier.

I say with a turbo you can increase flow to increase mass, and mass of oxygen is the ultimate goal right. You say mass flow is not an issue.

In space there is a vacuum and zero oxygen so NO amount of trying to increase flow will work, you still get nothing. You think you will need a huge air filter in space so you can get some non-existent flow or mass in?

 

Someone sue the people making and selling this stuff for false advertising already.