Intake Manifold 3C/1K: Installation & Tuning

Hi.

Since there are already several threads running about intake and water systems, I took a look at the situation at the 3C.

I clipped a cover onto the intake manifold and noticed that air "diverts" from a kind of channel. Above the grill is a large grate that leads into a channel that is open at the back. Inside this channel is an insert that is supposed to allow water to flow through to the back and "diverts air from the upper part of the flow."

Interesting design, but it could also draw air into the engine compartment while stuck in traffic .

m;

Does anyone know why the box (presumably related to MJ08) was changed?

Yesterday, a clip broke off the lid (it wasn't me).
Therefore, a new lid is needed, but also a completely new casing!
Luckily, the fun is available for 5 EUR .

NEW

Quote:

(It wasn't me)

Yes, yes.

OK.

Now I also have the new funnel.

What I'm curious about, but which will probably never be known, is whether the reason was economic ("we're only producing one version now") or whether it's technically better, since the old one already has a significant limitation.

m;

Idea:

I'm building a traffic-optimized summer enclosure.

It does NOT have an opening facing backwards, so it never draws air from the engine compartment.

By definition, I don't expect rain.

m;

First litter:

Insert the heating insulation.

Advantage:
- quickly inside
- get out quickly again.

Disadvantage:
- could (essentially only in a forward direction) slide out.

Report back if you notice anything regarding a fuel consumption reduction of 0.005 liters?

At Kawasaki, this is called RAM-AIR charging.

Or directly V1 instead of a roof box .


It's about isolating the hot air from the engine compartment and the resulting performanceloss, not about adding large air deflectors to the hood.

m;

http://www.c-turbines.ch/pulso_funktion.html With assembly instructions.

Since a larger air mass also means that less diesel is injected into the engine, I can only imagine a slight reduction in fuel consumption due to the reduced load on the turbocharger. But would you even notice it? That would be interesting.

dieselschrauber wrote:

Since a larger air mass is also present in the engine,

no more diesel fuel is injected.

Do you specifically mean the BMR?

How does he "calculate" the smoke limit?
.. which he likes to stick to during the summer .

m;

dieselmartin wrote:

Are you specifically referring to the BMR? How does he "calculate" the smoke limit? .. which he likes to stay close to during the summer . m;

Could you please provide me with the VAG part number for the engine control unit, either based on the mass airflow sensor or the intake manifold pressure.
Generally, both of the specified quantity limits are significantly above the necessary values.

Exception: Traffic light operation in the extremely hot city with extremely hot engine coolant. But precisely in that situation, the RAM-air system will likely not provide much benefit.
As I said, I can imagine that maintaining a consistently high speed on the highway might save some fuel, but the question is how much.

Best regards, Rainer.

The one right here.

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It doesn't really perform well in 5th gear at higher temperatures, below 2000 RPM.

m;

Oooch neee, such a PPD container... that will be more complicated (for me). Take a look at measurement block 8.

dieselschrauber wrote:

Look at measurement block 8.

Sure.

And that's when I clearly see the perceived behavior.

It's warm, and at full throttle (1500 rpm), it sticks to the smoke limit for a long time.
However, it does not apply the VTG (variable torque gradient) more aggressively (i.e., above 60-65%).

A classic "deadlock" situation.

The idea was also to create a "simulated aged LMM."

m;

Have you checked with Lambda to see if he's doing that?
What are the values for exhaust emissions/lambda/boost pressure at that point?