Intake Tube. Vs. Entire System

[4wd]

You also have to take into account the fact that this is a truck. If you plan on working it at all you will need torque, not hp. You could easily open it up to the point where torque suffers.

 

I used to have a Supercharged Nissan Frontier. I installed an overdrive pulley on the supercharger to increase boost, man was that truck fun. Plenty of power and decent fuel milage. But as soon as you put any kind of load on it (empty 5'x8' trailer) the gas milage was cut in half.

 

My point is there are limits to maintain the all purpose status the truck was designed for. Plus I would imagine there are limits to the range in which the MAF sensor can accurately take samples. Granted you are most likely not there with your mods. Annother thing is all dyno runs are at WOT, how often do you really drive at WOT?

 

Trust me, you are not the only mechanical engineer on the forum. And you will also find out with experience, that is not always something to advertise. They never teach you in school exactly how much every single thing you do will be scrutinized.

 

Yup!

[4wd]

Away from sicnce fiction, modes hype, marketing b.. and so called dayno b....etc:

 

Stock intake is the same for 5.3, 6.0 and 6.2 does this tell anything? the only thing different is the exhaust!!

 

In common sense, bigger cylinders have more volumes which need more quantities but the same ingredients ..

 

So what you need in common sense again, is a good Chef/Cook/tuner to adjust quantities but not out of bound.....

 

The best mode I believe is to have a tuner with GM inside knowledge to tweak things for better driveability...you hear people saying:

 

MIT + drop in filter is the best bang for the buck...Not true

Custom Tune is the best bang for the buck..I have yet to experience it

 

I'm gonna agree to an extent...I didn't see anything beneficial to the MIT until I upgraded the exhaust. Granted I only did a muffler swap, but for the cost of exhaust work + MIT + drop in filter, you could have a decent tune which really unlocks the power of that engine. I'm sure the tune will be coming soon!

 

 

I just dropped MIT&the drop in filter and guess what, my truck is much much much better...I am not a mechanic but I believe the stock program can't handle the changes introduced by poor MIT!

 

We hear great feedback on BB tune, please tell us what you experience..

 

Good luck!

[stlavsa]

No way the trucks getting 23 mpg, its just not, not even a 2wd reg cab. Maybe it does one direction thats all downhill for 100 miles. Take the same trip back it will even out.

 

do like 5 tanks of gas and then come back and say what your avg mpg was.

[mtsusa]

No way the trucks getting 23 mpg, its just not, not even a 2wd reg cab. Maybe it does one direction thats all downhill for 100 miles. Take the same trip back it will even out.

 

do like 5 tanks of gas and then come back and say what your avg mpg was.

 

lol...I know how to keep my foot out of the gas when I drive and try to see how reasonably good of mileage I can get. Let me explain. For the record- these are averages over MANY tanks of gas, primarily highway.

 

I have a one way 40 mile commute to work, of which 36 miles are on the PA turnpike. The first 2 miles are a local highway, the last 2 have 3 red lights and 1 stop sign.

 

When on the pike, I keep my RPMs hovering just below the 1500 mark, which generally keeps me at 62-63 mph. If I go uphill, I maintain RPMs and don't let the truck downshift, but let my speed go down (generally between 55-56 mph). I accelerate slowly at on-ramps and I don't aggressively pass people. Not saying it's the most fun way to drive, but it definitely saves me $$ at the pump when I drive as much as I do.

 

Whether or not you want to believe me is up to you, it's not gonna change the fact that the numbers I gave are what I get at the pump/from the DIC after mostly driving on the highway.

 

Now if I do city driving too and it's like a 65/35 split, I'll get somewhere between 19.5-20.5/tank...but my point is, when I'm mostly on the highway, I get 23+.

[mtsusa]

Away from sicnce fiction, modes hype, marketing b.. and so called dayno b....etc:

 

Stock intake is the same for 5.3, 6.0 and 6.2 does this tell anything? the only thing different is the exhaust!!

 

In common sense, bigger cylinders have more volumes which need more quantities but the same ingredients ..

 

So what you need in common sense again, is a good Chef/Cook/tuner to adjust quantities but not out of bound.....

 

The best mode I believe is to have a tuner with GM inside knowledge to tweak things for better driveability...you hear people saying:

 

MIT + drop in filter is the best bang for the buck...Not true

Custom Tune is the best bang for the buck..I have yet to experience it

 

I'm gonna agree to an extent...I didn't see anything beneficial to the MIT until I upgraded the exhaust. Granted I only did a muffler swap, but for the cost of exhaust work + MIT + drop in filter, you could have a decent tune which really unlocks the power of that engine. I'm sure the tune will be coming soon!

 

 

I just dropped MIT&the drop in filter and guess what, my truck is much much much better...I am not a mechanic but I believe the stock program can't handle the changes introduced by poor MIT!

 

We hear great feedback on BB tune, please tell us what you experience..

 

Good luck!

 

 

I'm not sure I follow you? You're saying the stock program can't handle the MIT but your truck's better with it and the drop in filter?

[4wd]

I put MIT and drop in filter in the trash , things r ok now!

[mtsusa]

I put MIT and drop in filter in the trash , things r ok now!

 

Oh gotcha! Honestly before I got my exhaust, the MIT sucked I drove with it for several weeks and mileage definitely went down. After my exhaust, though, I did notice an improvement with the MIT + exhaust over stock than just with exhaust and stock intake.

[manther]

So, should I get my aftermarket exhaust first then an MIT and drop in filter?

 

What exhaust are you guys using? I am going to go single in single out, and keep my stock tailpipe. Any one found an exhaust that doesn't sound like trash once it kicks into 4 cylinders? I've heard the flowmaster 50 series and 70 series handles it well.

 

about drop in filters any one tried the nano fibre technology by amsoil?

[BigBlueLB756]

 

DynoMax #17233 Ultra Flo Welded muffler. 3" inlet/outlet. 22" body. Stainless steel.

[dlstewart01]

Some of you guys won't like this test done at Oak Ridge for the government on air-flow and gas mileage but it is what it is. Its long but very interesting...

 

http://www.fueleconomy.gov/feg/pdfs/Air_Fi..._02_26_2009.pdf

 

This is the conclusion from the testing...

 

Results show that clogging the air filter has no significant effect on the fuel economy of the newer vehicles (all fuel injected with closed-loop control and one equipped with MDS). The engine control systems were able to maintain the desired AFR regardless of intake restrictions, and therefore fuel consumption was not increased. The carbureted engine did show a decrease in fuel economy with increasing restriction. However, the level of restriction required to cause a substantial (10–15%) decrease in fuel economy (such as that cited in the literature3,4) was so severe that the vehicle was almost undrivable. Acceleration performance on all vehicles was improved with a clean air filter.

Once it was determined how severe the restriction had to be to affect the carbureted vehicle fuel economy, the 2007 Buick Lucerne was retested in a similar manner. We were not able to achieve the level of restriction that was achieved with the 1972 Pontiac with the Lucerne. The Lucerne’s air filter box would not hold the filter in place under such severe conditions. (It is believed that this testing exceeded the design limits of the air box.) Tests were conducted at a lower restriction level (although still considerably more severe than the initial clogged filter testing), allowing the air filter to stay seated in the air box, and no significant change was observed in the Lucerne’s fuel economy or the AFR over the HFET cycle.

Closed-loop control in modern fuel injected vehicle applications is sophisticated enough to keep a clogged air filter from affecting the vehicle fuel economy. However for older, open-loop, carbureted vehicles, a clogged air filter can affect the fuel economy. For the vehicle tested, the fuel economy with a new air filter improved as much as 14% over that with a severely clogged filter (in which the filter was so clogged that drivability was impacted). Under a more typical state of clog, the improvement with a new filter ranged from 2 to 6%.

4.2 FUTURE WORK

Power in the modern SI engine is controlled by manipulating the manifold pressure through throttling of the intake air. The increased restriction of a clogged filter affects ultimate power but not fuel economy of modern SI engines. Any additional pumping loss due to the state of the air filter is offset by the throttle. Conventional diesel engines operate without throttles—although throttles are in use in some diesels today for active control of exhaust temperature and species, to enhance warm-up, or control exhaust gas recirculation, these throttles are full open most of the time. Because the diesel engine is unthrottled, and airflow is high even at light load, the added restriction from a clogged filter may have a measureable effect on fuel economy. Future work will investigate the effect of intake air filter state on a number of diesel vehicles.

[BigBlueLB756]

K&N sales plummet.

Wonder what the next "whiz-bang" product on the market will be?

 

Oh, I forgot. The obamanation is going to do away with ALL after-market products in the name of "green". Eco not mon. Or was it mon and not eco? I get that stuff confused.

[manther]

DynoMax #17233 Ultra Flo Welded muffler. 3" inlet/outlet. 22" body. Stainless steel.

 

 

Cool, so hows this one sound when going into 4?

[manther]

Some of you guys won't like this test done at Oak Ridge for the government on air-flow and gas mileage but it is what it is. Its long but very interesting...

 

http://www.fueleconomy.gov/feg/pdfs/Air_Fi..._02_26_2009.pdf

 

This is the conclusion from the testing...

 

Results show that clogging the air filter has no significant effect on the fuel economy of the newer vehicles (all fuel injected with closed-loop control and one equipped with MDS). The engine control systems were able to maintain the desired AFR regardless of intake restrictions, and therefore fuel consumption was not increased. The carbureted engine did show a decrease in fuel economy with increasing restriction. However, the level of restriction required to cause a substantial (10–15%) decrease in fuel economy (such as that cited in the literature3,4) was so severe that the vehicle was almost undrivable. Acceleration performance on all vehicles was improved with a clean air filter.

Once it was determined how severe the restriction had to be to affect the carbureted vehicle fuel economy, the 2007 Buick Lucerne was retested in a similar manner. We were not able to achieve the level of restriction that was achieved with the 1972 Pontiac with the Lucerne. The Lucerne's air filter box would not hold the filter in place under such severe conditions. (It is believed that this testing exceeded the design limits of the air box.) Tests were conducted at a lower restriction level (although still considerably more severe than the initial clogged filter testing), allowing the air filter to stay seated in the air box, and no significant change was observed in the Lucerne's fuel economy or the AFR over the HFET cycle.

Closed-loop control in modern fuel injected vehicle applications is sophisticated enough to keep a clogged air filter from affecting the vehicle fuel economy. However for older, open-loop, carbureted vehicles, a clogged air filter can affect the fuel economy. For the vehicle tested, the fuel economy with a new air filter improved as much as 14% over that with a severely clogged filter (in which the filter was so clogged that drivability was impacted). Under a more typical state of clog, the improvement with a new filter ranged from 2 to 6%.

4.2 FUTURE WORK

Power in the modern SI engine is controlled by manipulating the manifold pressure through throttling of the intake air. The increased restriction of a clogged filter affects ultimate power but not fuel economy of modern SI engines. Any additional pumping loss due to the state of the air filter is offset by the throttle. Conventional diesel engines operate without throttles—although throttles are in use in some diesels today for active control of exhaust temperature and species, to enhance warm-up, or control exhaust gas recirculation, these throttles are full open most of the time. Because the diesel engine is unthrottled, and airflow is high even at light load, the added restriction from a clogged filter may have a measureable effect on fuel economy. Future work will investigate the effect of intake air filter state on a number of diesel vehicles.

 

OK, so bottom line are you saying don't bother with aftermaket intake systems? Or are you saying don't bother with them if fuel savings is your goal? Don't bother with them if your goal is increased horsepower?

[dlstewart01]

I believe if you read the link...it says power is reduced with less air flow but gas mileage is hardly affected. I think we all know that the CAIs are only effective at wide open throttle. There are some who don't want to believe it.

 

There is a hell of a lot of information to be had in all the testing they did in the link. I just posted the conclusion at the end of the test.

 

Yeah, I have a CAI..But I'm realistic about what it can do.

[BigBlueLB756]

manther asked, "Cool, so hows this one sound when going into 4? "

 

Well, both Harvey and I will tell you that 4-cylinder operation is hardly noticeable at all. A worthy mod to any '09 and newer exhaust system.