Wow, cool charger.... hmmm how can I fit that one on my ram ?

Interesting thoughts on the intake air temp.
I do think that on a low cetane running diesel warmer intake air can reduce fuel consumption because the timing is too late for this fuel at this temperature, but is sufficient to get a full burn with some warmer air.

AlpineRAM

 

I suppose whats happening with the Roots set up could apply to our trucks. Maybe the big rigs are not as concerned about mileage as we are? I would think they are though with fuel costs rising all the time. I still wonder why they have those big external canisters. I follow what you are saying too though.

 

Talking with a tech several years ago who was installing a 12 cylinder gen set I asked why the air cleaner was right on top of the engine. His reply was to keep the intake air warm.

What I did last winter that worked excellent to keep my intake temps up and I will continue to do is remove the Scotty and replace it with the modified stock box below. Instead of routing the blue tubing though the Scotty's firewall hole I directed it towards the turbo. Intake temps are toasty then. People who live in areas where the temps stay above 20° don't need to concern themselves with this.

 

I tried to do similar as Bill did, This is the most recent pic and you can see that I have cut my heat shield down some, My intentions are that when my butterfly is closed at the ram inlet the warmer air will come from the turbo area.

Cheers, Kevin

 

So if the engine air coming in should be cold in the summertime, and warm in the wintertime, then what is the "happy median" temperature for the intake air that the Cummins Engine will run at peak efficiency at? Mabye I could rig up something like Whitmore with opening and closing of the butterfly to either cool down or warm up the intake air to keep it at a certain temperature having a gauge reading what the intake temp. air is. hmmm, another gauge. add it to the list... lol.

 

As best I can tell from an efficiency stand point 70*-90* is optimal, that is why I have a senser in the horn and an adjustable butterfly in the inlet so I can slip stream the air and adjust it according to temp

Cheers, Kevin

 

Now you just need to automate that system. You could use the vacuum motor and temp controlled bleed valve off an old gasser air cleaner and you'd be all set.

 

Really I have yet to understand the real reason that everyone is so enthralled over with the extreamly low EGT issue? Is this some sort of ban wagon that no one really understands, but hey everyone else is doing it so I might as well too? I remember a while back (not to long) when there was a post on this site were everyone was talking about why Cummins is making their engines run at such high EGT's and the "why havent they seen the light attitude". Also talked about was why dont these truck at least come with a stock pyro so people towing heavy can watch and monitor their engines. Or maybe there is no reason to worry at all as long as the engine is stock and thats all DC cares about. I'd have to say I'm sure Cummins has spent a few bucks on engineering and they didnt tell DC, here you go hope they dont melt. So I have to ask everyone, including myself. Have you really noticed ANY real power gains by adding a new cool air intake or by improving your own to draw cold air? I realize that we need to stay in the safe zone of below 1300*. And I also realize that thats kinda tuff for some of these seroiusly modified trucks. But maybe some of us are doing more harm to our pocket bocks than good to the trucks. Maybe they need to run a little hotter to run more efficient? Just a thought. You know how aftermarket goodies go, one day its the best then the next its the worst.

 

Never once have I claimed a performance increase with my air intakes. [Except recently with the Shaker hood] I have had reports of that and better mileage from folks that have purchased a Scotty System.
I do not suggest my intakes for stock configured trucks either.
I do suggest them for folks adding more then 70 HP to their trucks to keep them safe when under load.

Scotty

 

In my situation lower egts equal more profit. My 3500's only job is hauling 28k loads of apples, 7 days a week for four months out of the year. Same 68 mile round trip to the storage over several big hills up to 8 times a day. Truck is modified to about 350 hp. Easy to run the egts into the danger zone on a hill. What I've found with a Scotty is the shifts are further apart or sometimes not even necessary, cutting off up to 15 minutes on a round trip. Even with driver paid $10/hr as the only consideration the Scotty paid for itself in two weeks by lowering egts.

But you are right, in an unmodified truck, or even a modified one, the stock filter setup is fine for most people. As long as the filter minder isn't getting pulled down all the way the filter makes no difference. The stock filter also sucks cooler outside air. In my opinion a BHAF is of no advantage except maybe in the cold of winter since it's sucking hot air

 

well I don't know about the cold air affecting mileage as such, but this winter I ventured out on the highway for a 700km trip on a -45 C day (no clue what that is in Ferenhight, lets just call it darn cold)

what I did notice was my Egt's were only about 400 degrees out on the highway (usually about 600) and the truck sure didin't wanna warm up to well

I finally stopped and covered the cow hole on my scotty with the insulation flap that was folded over and my egt's went back up to 600 degrees and the truck warmed up better ..........

so I left my cowl cover closed for the rest of the winter ............. kinda missed the turbo whistle though

I don't think super cool cruise egt's are all that great of an idea but one wants to keep the max egt's under heay throttle under control


Btw nice job on the ram air intake

 

That is why I think it was such a good idea of Whitmore to be able to open and close his butterfly according to his temp. gauge. This way you find the Perfect EGT and incoming air temps and are able to keep it at this whether it being able to warm the engine up the winter time or cool it down in the summer. I am interested in this automated idea, hopefully it is not complicated. Anyways, another good job on the ram air and the idea of being able to open and close the butterfly.

-Jared

 

Thanks fer all the nice comments on my system, I enjoy building things like this especially to see what kind of effects they can make, another thing I have noticed with this ram air is how quickly the egt's will drop to 300* when comming off a run, you can shut the truck down sooner but I always let er idle for atleast 1 minute and if towing I go for like 3 minutes before shut down. I dont plan on automating the system cuz then I wont have notin to fiddle with

Cheers, Kevin

 

I'm disappointed, I figured you were the kind of guy who likes a challenge. Besides, you've got a 6-speed and a jake brake, how many more things does a man need to fiddle with?

 

I think it was great thinking too. I must admit that the one thing about getting rid of the stock air box is that shut down times are almost nothing. Since passengers dont seem to have the patients for me waiting to cool down and to add fuel to the fire the also cant open the doors because I wont shut it down with the doors open. And to talk about stuff to fiddle with...thats my escape goat for people that feel the need to drive my truck. All I have to say is, watch this gauge-cant get over...flip this swith before you stop...dont go past this point on this gauge or this will happen..ect, ect. After about 5 minutes of drivers training they always seem to not need it anymore.