Eco Block from crawford performance

Chiming in with initial results on our blind test vehicle. 18.8 to 21.2 over 500 miles. Going to take off and re-test, one route had more freeway then the other. 4.0l...

More testing and maybe a dyno session this weekend.

 

OK why would one want to spend the money to port and polish intakes and heads? You guessed it to make it easier to get the air in. Air pressure at sea level is about 15 PSI. A piston during an intake stroke has to pull air in it doesn't just fall in, pumps do not pull well but they push great each piston as it goes down in a 4 liter engine has to get about .67 liters(or the displacement of one cylinder) of air past throttle bodies intake runners and valve ports these parts cause resistance making it harder to pull the air in that equates to power losses not to mention intake turbulence that is where forced induction comes in. Now if you cram more air in of course you'll have to feed it more fuel or the mix will be lean that is the easy part fuel is not an issue.

 

I think you may have misunderstood what revelations was referring to. Or the correction he was trying to make. Boosted engines are not making their extra power by having more air flow into the engine faster. I mean it is flowing in faster, but that's by inherent design and not the reason why it's making more power. You can't "suck" in or "pull" in more air than atmospheric pressure is capable of pushing in on its own. It defies the laws of physics and the principles of fluid mechanics. The power increase boosted engines are seeing is coming from the physical compression of the extra air molecules in the combustion chamber combined with more fuel. Denser air (along with many other fluids) have the ability to combust more violently and mwith greater force when combined with some extra fuel, even though the mix is occupying the same volume as the non boosted air/fuel mixture. It just has more energy.

I'm not trying to down your point or explanation, just trying to keep the knowledge flowing. It is true that the easier the air flows into the engine the better it is, but I don't think your reasoning properly explains the point he was trying to make.

Cheers

 

This is good to hear. You put this one on your moms car without telling her?

 

Yep, when I was in town two weeks ago I threw one on her 4runner with out telling her. Will test once more as she took a road trip with more highway miles than normal.

I put one on the 4runner, one is in route to mrbedgood for testing, one is for TacoDelPlaya's stock tacoma 4.0 which will be offered up for dyno purposes

 

I love this thread

 

How long is the deal going on for? Really want to see some more user experience and data before getting one.

 

The discount it good until the end of the month.

 

I'll install mine tomorrow. If it works as advertised I may have an AFE intake to put up for sale.

 

I see mine shipped today.

 

it doesn't look like it's gonna work with the AFE intake?

 

Perhaps my explanation is lacking it's all about volumetric efficiency. A naturally aspirated engine can never go above 100% no matter how smooth the path is or how big the valves are with the pistons doing all the work. The better the air flow into the cylinders the greater the volumetric efficiency so by pressurizing the intake the efficiency can be increased. This allows a more complete burn of the existing fuel. By doing this it does not necessarily mean a higher fueling rate just less effort to fill the cylinders with air. The cutoff point seems to be about 7 PSI for a gas engine for street use for a good blend of power and fuel use. I think some of us are saying the same thing differently.

 

Yeah the flow of the air through the parts you described creates resistance. In fact it creates a pressure drop. So the pressure will be under 14.7 psi atm (vacuum) in the air manifhold.

On a boosted application, let say 14.7 psig of boost, the absolute pressure is 29.4 psi abs. Based on the perfect gas law, if the temp of the mixtures are the same, the density of the gas will be directly proportional to the absolute pressure of the mixture. For this exemple the density is double at 14.7 psig of boost. 2x oxygen contains is the same volume of mixture. To maintain an appropriate mixture you'll have to add a lot of fuel.

 

WHAT?? Are you saying that there is a misunderstanding on the Internet, that is leading to some arguing, and a mild amount of butthurt??

That is so unusual and unexpected....

 

Well there, sounds like everyone is on the same page now.

 

Always are we learning.

 

Just having some fun.

I dropped off this discussion quite a few pages back and was just holding my tongue waiting on some actual objective data since, as was posted before, this is beginning to look alot like the IMS thread. Although, for me, it's interesting, but personally irrelevant, since I have the MAF Cali.

 

The AFe is the closest to the stock diameter out there. Especially since they designed the 1st gen TRD intake.

I say try the Crawford spacer with it first. It is the least amount of work. Monitor everything you can, and pay attention to how the truck feels. Starting off at idle first, then into light acceleration and cruising. From there, onward. If at any point there is erractic behavior, the stop, and swap to what has been proven to work. Spacer and OEM intake.

I have a strong feeling that it will work well with the AFe or TRD gen 1.