Intercooler Bends
01-30-2008, 02:54 PM
#1
Elite Member
Thread Starter
iTrader: (6)
Join Date: Sep 2007
Location: CA
Posts: 2,016
Total Cats: 13
Intercooler Bends
From a previous thread, it was concluded that long intercooler piping (eg. older FM piping) did not cause an effect on throttle response.
How about bends? (90* 180* bends) w/ regard to reponse time?
I was looking on TRD intercooler site and they seem to emphasize their direct routing to the intercooler vs their "competition" utillizes way less bends.
Any effects on response?
Thanks.
How about bends? (90* 180* bends) w/ regard to reponse time?
I was looking on TRD intercooler site and they seem to emphasize their direct routing to the intercooler vs their "competition" utillizes way less bends.
Any effects on response?
Thanks.
Reply
0
0
01-30-2008, 02:55 PM
#2
Supporting Vendor
iTrader: (33)
Join Date: Jul 2006
Location: atlanta-ish
Posts: 12,659
Total Cats: 134
No. It doesn't change anything after the throttle body.
Not to say a bad set up (with more, tighter bends) will be as efficient as a set up with well done, soft bends.
Not to say a bad set up (with more, tighter bends) will be as efficient as a set up with well done, soft bends.
Reply
0
0
01-30-2008, 03:08 PM
#9
I bet it does on paper, but you'll be hard pressed to feel it. I've driven an old FM car and it didn't feel any different than mine as far as response. My pipes are both ~20" long. I think the idea works better as a marketing tool than anything. The downfall with longs pipes is their presence to heat in the engine bay and ultimately heat soak. But most of the long pipe kits aren't hanging out in the engine bay, but down low near some air and away from the major heat.
Reply
0
0
01-30-2008, 03:31 PM
#13
Boost Pope
iTrader: (8)
Join Date: Sep 2005
Location: Chicago. (The less-murder part.)
Posts: 33,019
Total Cats: 6,587
The big question is throttled volume more so than just pressurized volume.
With a supercharger setup you typically have the throttle plate on the inlet to the S/C, so everything after that contributes to increasing throttled volume. When you open the throttle, there's more space that has to be filled before the increased pressure finds its way into the cylinders.
With a turbo setup, the throttle remains in the usual location and the volume behind it does not change.
With a supercharger setup you typically have the throttle plate on the inlet to the S/C, so everything after that contributes to increasing throttled volume. When you open the throttle, there's more space that has to be filled before the increased pressure finds its way into the cylinders.
With a turbo setup, the throttle remains in the usual location and the volume behind it does not change.
Reply
0
0
01-30-2008, 03:37 PM
#14
I'm Miserable!
Join Date: May 2007
Posts: 589
Total Cats: 0
unlikely. it's all about the cfm of air you are flowing and the volumn of the IC and piping.
an MP62 pushes 1 L of air every revolution. Most are spinning well above 10,000 RPM
How much air do you think your IC and piping hold?
an MP62 pushes 1 L of air every revolution. Most are spinning well above 10,000 RPM
How much air do you think your IC and piping hold?
Reply
0
0
01-30-2008, 03:40 PM
#15
I'm Miserable!
Join Date: May 2007
Posts: 589
Total Cats: 0
The big question is throttled volume more so than just pressurized volume.
With a supercharger setup you typically have the throttle plate on the inlet to the S/C, so everything after that contributes to increasing throttled volume. When you open the throttle, there's more space that has to be filled before the increased pressure finds its way into the cylinders.
With a turbo setup, the throttle remains in the usual location and the volume behind it does not change.
With a supercharger setup you typically have the throttle plate on the inlet to the S/C, so everything after that contributes to increasing throttled volume. When you open the throttle, there's more space that has to be filled before the increased pressure finds its way into the cylinders.
With a turbo setup, the throttle remains in the usual location and the volume behind it does not change.
Reply
0
0
01-30-2008, 04:00 PM
#17
I am quoting verbatim from Corky Bell's Maximum boost:
Since most people do not use the original AFM for on-boost fuel calculations, I think this statement applies.
As far as the OP's question is concerned:
Originally Posted by Corky Bell
When an engine is equipped with a speed density type of EFI system, wherein no airflow meter is utilized, or a blow-through carbureted turbo system, the length of the intake tract tan extend into the next county with no negative results insofar as throttle response is concerned.
As far as the OP's question is concerned:
Originally Posted by Corky Bell
Any bend in a tube or sudden change of cross section must be viewed as a potential flow loss or source of increased drag. It would be reasonable to estimate that every time the airflow must turn 90°, a loss of 1% of the flow will occur.
Reply
0
0
