having a bad day Team ?

 

I forgot the smiley , you guys always think the worst

 

this is why we cant have anything nice

 

fine, if you think a reducer before the turbo inlet is appropriate then forget I pointed it out - post deleted, please clean up your own

 

I would LOVE to be a fly on the wall of a SARX workshop, with Team chillin on a lawn chair with a beer and doritos.

It would be the most epic adventure in the world ... like i envision a sitcom.

It just needs to happen. Please.

Like i can picture scott putting deep thought into something, and Team in the background throwing acorns or something at his head just to **** him off.

 

Team, I was agreeing with you....I didnt even know it was like that

Unfinished projects are the best!

 

Team doesn't come around SARXland, he's above our paygrade.

 

sarx to be you

 

AS a side note, every greddy kit will have a "Reducer" before the inlet due to the inlet being 2".

 

Allow me to rephrase: you might want to reconsider having a reducer before the MAF regardless of how far it's located downstream

and I've stated before that IMO the entire inlet tube should be the same MAF ID size all the way to the inlet and then reduce at the very end

I have funny ideas though ...

 

lol, sadly that hasn't been true for the last several years

It's a 4.5 hr drive and I haven't had any reason to justify going south of the Austin border

 

I am only 40min south of the border...lol

is good Food and good company a reason to venture?

 

You are completely right... However It's what we have to work with, and the CFM's we pull in needs the surface area that the filter provides.

It needs a re work for sure, nothings ever final in SARXlandia.

 

what happened?


Yeah the pipe to the turbo and the filter and flange will be changed eventually. I agree having it reduce is far from ideal. But unfortunately fabrication options are also limited so one thing at a time.

 

Thats an interesting statement considering the circumstances for which we're discussing this

 

Well the entire system goes from 3" (for the length of the coupler) to 3.5" to 3" to 2.1"... My setup goes 3" to the maf at 3.5" down to 3" to 2.1" (3" of pipe pre/post MAF).

The object is to give the turbo as much useable surface area as possible, the majority of 3.5" filters only provide minimal surface area due to being smashed against the bumper or crashbar.

Basically what I am getting at is the reduction of .5" for 2 inches of pipe is less restrictive than most of the filter sitting on the crashbar and nuzzled right up on the bumper.

Sure there are other ways to do it and we are still in the developmental phase of the thing.

The entire greddy kit is a cluster and is not an Ideal setup, my goal is to make it a better flowing kitl. I am pretty much there just need to square away a few more pipes and finish up the intake.

 

Shady to run a 3.5" with an elbow all the way to the maf pipe requires the notching of the front support beam.
I like the AEM dry filter not just because of the better filtering ability over the K&N, but also because it has an excellant velocity stack inside the filter.
You are right--it is a close fit--but with the front support beam mod--it works.
I have learned one thing--dont tune until you have to intake design completely finished. Like Richard Paul said--"Air is funny stuff"

What is yall's thoughts on the uim/lim once you get into the 350 flywheel hp range?

 

If it helps, I am running 3.5" from the filter all the way to the compressor inlet, where it goes to 4". I know it is not the same as the Greddy routing, but just to show an example. My MAF is out front with a single screen.

https://www.rx8club.com/series-i-maj...3/#post4433495

 

Is that MAF tube from MRP Machine?

Did you go with the 3.5ID or 3.25Id? Or did you really go custom with 3.375?


I've got them building this.
Custom maf housing-3.75 OD X 3.50 ID X 12" LG. FOR DENSO SENSOR 02-07 AIR STRT BOTH ENDS .187 OPEN CELL HONEYCOMB. BUNG CENTERED @ 6"

 

nice job

 

I was Thinking making the inlet tubing smaller might help.


If you create an inlet vacuum on the turbo then it would increase your pressure ratio and bring the turbo into a higher efficiency range.

 

it wasn't worth arguing with him about

just like it's not worth arguing with you on how much more you could make in both power & response with a larger intake feed pipe all the way to the turbo as suggested earlier, because I gave up on that a while back in your thread too

it's really just simple pump mechanics; what comes out the discharge is relative to how hard it is to pull in to the inlet ...

 

The best intake is always going to be the least restrictive one . Problem with the greddy is that we are limited by the tube just prior to the turbo . Without modifying the engine mount 60mm ID is about as big as you can get . So obsessing about a (3"?)reducer upstream of that which is actually a much larger diameter is kinda pointless .

 

I like that air filter. My K&N looks tiny compated to that whopper.

Can you please provide the part number/ model of that filter please.

 

Thanks. I guess I left out what I was ultimately trying to show is flow with a big filter in that area between the crash bar and under the bumper does not seen to be that big of a concern. We are pulling logs with 400+ g/s. Sure the scale may not be spot on, but I don't think the filter size/location is posing a problem. Not trying to thread jack, just sharing if it helps.