Quote:
Originally Posted by dabckid
Also works great on the CAI.
|
Unfortunately, the gain here is MINIMAL at best on an intake. It's the INLET temperature that matters. The air charge is simply moving too fast for any significant heat from the intake plumbing to be transfered.
The following is an explanation I posted on an LS2 forum:
The heat in the intake is governed by the following equation:
q = h*A*dT
where
q = heat flux per unit time
A = heat transfer area of the surface
h = convective heat transfer coefficient of the process
dT = temperature difference between the surface and the bulk fluid
h is dependent upon fluid viscosity, VELOCITY and and other properties. I can't find my thermodynamics or heat transfer books at the moment (all packed) so I don't have the exact numbers, but air can vary from 10 - 100 W/m^2*K.
Insulating the intake box/filter and ensuring it is seeing cold air and relocating the IAT sensor will yield the most results. I had a major problem with a DSM I own and had great results with that method.
Calculations for I idle in an LS2 (worst case scenario since air is the slowest) showed an increase of a fraction of a degree. Bottom line - lower the INLET temp.
(As a note- relocation on the LS2 is a major factor because the MAF housing becomes EXTREMELY heat soaked and cause false readings and increasing the time for the IAT sensor to reach steady state with the intake air charge. This is simply done to ensure the car is running the correct timing table for the actual intake air temp.)