Quote:
Originally Posted by celek
not my reality, it is simple physics and velocity. You see the same thing in the Honda world with the Acura GSR that has 2 different length runners and a butterfly valve to divert air flow to a shorter runner at a specified RPM for high horsepower.
The longer runners provide more TQ while the shorter runners provide less TQ at higher RPM resulting in more top end.
This is why the Type R has a really short straight runner for more top end but not as much TQ because its designed for road racing and staying in a Power band when it was a Spec car in the late 1990s.
Same can be achieved on the exhaust manifold.
https://www.physicsforums.com/thread...eaders.208674/
Same can be seen here in Lemans cars ITBs.
https://grassrootsmotorsports.com/fo...s/58727/page1/
The Crawford BPB have been proven by numerous 3rd party reputable sources who originally doubted the claims. If you had a different experience you may want to find a different tuner for the VVC maps and Injector timing since they have been moved up slightly. |
Quote:
Originally Posted by stugray
His "perception" IS REALITY, therefore it is your reality too.
(unless you live in an alternate universe).
Perhaps what you meant to say was "My observations do not match your explanation"
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Negative, this is not reality... this is a forum and he skirted around the most important thing I mentioned. He seems to be mired in the fluid dynamics of why it is supposed to work, which isn't the point at all.
You just added more thermal mass to the engine. Bottom line is they heat soak, which effectively decreases knock threshold due to thermal transfer to the intake charge, which in turn will cause the engine to knock and cause the ECU to pull timing, hence making the vehicle slower.
The examples you give are of engines that breathe, the FA20 does not.
I didn't see any reputable empirical data from 3rd party sources.
You can sit here and spin it anyway you want, that's what makes a good snake oil product.