Air Flow theory - Pressurized
03-15-2010, 09:47 PM
#61
Registered User
Thread Starter
03-16-2010, 07:02 AM
#62
Registered User
This is a little depressing. I'm not trying to improve on the basic, rock solid industrial performance of the 5.9, I just want to take it to the next level in a way that raises my engines total potential. If I lose a little bottom end and a small amount of drivability, so be it. That's one of the reasons I drive a stick.
03-16-2010, 09:01 AM
#63
Registered User
Thread Starter
Oh, sorry.
I was thinking more about this, and if making a turbo engine breath better hurts the bottom end, then it's time to look at the other components. Maybe the exhaust housing is too large at that point, to a smaller housing and twins would solve the problem, I don't know. But can you imagine a free flowing system with twins and a cam? Should totally rock.
I was thinking more about this, and if making a turbo engine breath better hurts the bottom end, then it's time to look at the other components. Maybe the exhaust housing is too large at that point, to a smaller housing and twins would solve the problem, I don't know. But can you imagine a free flowing system with twins and a cam? Should totally rock.
03-16-2010, 09:09 AM
#64
Registered User
Thread Starter
Something to add to your poderations. Equal length may not equal equal flow.
Decades ago I worked with and manufactured ultra high vacuum chambers used in the electronics and other high tech industries. A rule of thumb we used was every 90° bend equaled a 50% loss in flow. With that in mind, a shorter pipe could have less flow than a long pipe if it had more bends. This can be used to an advantage for a tighter package, but the more bends works against you overall.
Decades ago I worked with and manufactured ultra high vacuum chambers used in the electronics and other high tech industries. A rule of thumb we used was every 90° bend equaled a 50% loss in flow. With that in mind, a shorter pipe could have less flow than a long pipe if it had more bends. This can be used to an advantage for a tighter package, but the more bends works against you overall.
03-16-2010, 06:40 PM
#65
Registered User
Thread Starter
I am going to use thick wall tubing, weld it all up, then stress relieve the header in my kiln. Same with the intake.
03-29-2010, 11:17 PM
#66
Has this project made it any further. I would love to see some pictures if so! My head fell of of the single cab this weekend and is getting a heavy port job! I wouldn't mind putting an intake "log" on there also.
04-22-2010, 02:59 PM
#67
Registered User
Thread Starter
Just got the head studs delivered. Next I will be yanking the head and starting the cutting. I'm just getting over the Whooping cough (thanks to our 19 year old son) so going to be a little while yet.
-mark
-mark
04-22-2010, 03:22 PM
#68
Registered User
Thread Starter
i have a ported alabama head on my truck . Took me 20 some hrs to port that thing! and well worth it!! anyone who pulls a head and dont port it is a fool! just porting made a huge diffrence . it spools faster runs cooler and boost droped 10psi with more power. im currently running 4x12 inj and a wimpy HX35/40 hybrid with a 16cm. thinkin about putin the stock 18cm on cause it spools really fast now altho my converter slips alot. before stock 89 9mm head full trottle high gear was 45 psi and 1200°+ after ported head 35psi and 900° another note before had stock down pipe to 3" open pipe after has 4" to 5" stacks.
What kind of die grinder did you use?
04-22-2010, 05:11 PM
#69
Registered User
Join Date: May 2005
Location: Katy, TX off north Mason Road.
Posts: 2,088
Likes: 0
Received 0 Likes
on
0 Posts
Last time I was at Relentless Diesel in Willis,TX they had a couple really nice tuned length tube headers for the cunnins. They looked alot like the ones used on 1400+hp Supras, only bigger. If I recall correctly they were asking $800. Not a bad price considering how thick they were and stainless steel.
You are right though, if the 12v could flow better it would make alot more power with less turbo. Thats why a simple Duramax can make over 500whp on the stock turbo pushing 35psi. It has heads thet flow much better. Its not so much the exhaust side holding it back as much as it is the intake side. Imagine the drop in EGT if you could produce the same whp with the same turbo, only at 35psi versus 50psi.
You are right though, if the 12v could flow better it would make alot more power with less turbo. Thats why a simple Duramax can make over 500whp on the stock turbo pushing 35psi. It has heads thet flow much better. Its not so much the exhaust side holding it back as much as it is the intake side. Imagine the drop in EGT if you could produce the same whp with the same turbo, only at 35psi versus 50psi.
04-22-2010, 06:12 PM
#70
Registered User
Thread Starter
That's what I am going for. Raising the headroom on the performance potential by increasing the efficiency seems the best course of action. Then when I have the money I will be able to go to a 14mm head and nice injectors and make huge power. In the mean time, lower egt’s, less strain on the engine for more power, and potentially better economy.
-Mark
-Mark
Thread
Thread Starter
Forum
Replies
Last Post
ralphyboy
3rd Generation Ram - Non Drivetrain - All Years
10
01-17-2008 08:35 PM
NWFusileer
3rd Gen Engine and Drivetrain -> 2003-2007
1
06-30-2007 06:20 AM
GreenMachine5.0
2nd Gen. Dodge Ram - No Drivetrain
39
03-23-2006 11:26 AM