Induction 201 problem - Diesel Truck Forum - TheDieselGarage.com
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post #1 of 7 (permalink) Old 11-09-2007, 10:57 PM Thread Starter
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Induction 201 problem

Just to stir up some fun! Let's see how much we understand turbocharging and airflow.

Johnny is given a choice of modifications to make to his induction system. Each involves an improvement that reduces in pressure (head) loss. The vehicle in question is a MAP sensor governed variable geometry turbocharged LLY Duramax. In each case, intake plenum pressure is governed to the same 34 psia of MAP. Assume sea level.

Option A involves reducing the losses upstream of the compressor. The improvement is a 2 psi reduction in losses. It involves a redesigned intake box and plumbing. The cost is $400

Option B involves reducing the losses downstream of the compressor discharge. The improvement is also a 2 psi reduction. It involves an optimized CAC, new boost tubes, and improved intake riser, at a cost of $1600

Questions:

1. Which option should Johnny go with, and why?

2. Which option has the best performance improvement, and why?

Michael
Vehicle Systems Engineer/Professional Tuner
04.5 GMC 2500HD SRW LLY

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post #2 of 7 (permalink) Old 11-10-2007, 06:23 PM
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Question,,,, Would the box and plumbing mentioned in "A" also lower IATs? Just making sure before i give my answer since you only mentioned a gain in airflow.
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post #3 of 7 (permalink) Old 11-10-2007, 06:45 PM Thread Starter
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assume no, that the airbox is isolated from IAT rise, and IAT is the same for both scenarios. We know that reality may be different.

Michael
Vehicle Systems Engineer/Professional Tuner
04.5 GMC 2500HD SRW LLY

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post #4 of 7 (permalink) Old 11-11-2007, 01:51 AM
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My opinion on which to go w/ would be "A" because I believe w/ stock tuning and exhaust the performance that may be gained w/ B over A is not substancial enough to justify the additional $1200 that would be spent.
I do however believe that option B would provide slightly better performance due to possible reduction in turbulance and restriction which means lower charge air temps which would mean your IA is more dense and thus carries more oxygen into the cylinders w/ it. See where I'm going w/ that?????
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post #5 of 7 (permalink) Old 11-15-2007, 09:41 PM
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your still using a turbo that is only xxx efficient. Gains are minimal either way IMO

Eric Merchant
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post #6 of 7 (permalink) Old 11-15-2007, 10:13 PM Thread Starter
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a brave sole, finally.

One of these options is definately better than the other. And it does have an element of compressor efficiency worked into it. Since resistance and plumbing losses are a factor in efficiency, which one permits the most efficiency?

You have to look at a compressor map.

Michael
Vehicle Systems Engineer/Professional Tuner
04.5 GMC 2500HD SRW LLY

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post #7 of 7 (permalink) Old 11-15-2007, 11:00 PM
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Finally???? I gave my opinion 5 days ago!!!!!!!!!!!!! Dang,,, no love around here! !!!!!!!!!!
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