I meant about being "stuffed" so much. Of course in reality that is how it should be when you look like that ..

Oh, and I'd hit agin and agin too :-)

 

any news on a 16v set up yet?

 

No news yet, still trying to figure out the best way to solve the clearance issues due to the fuel rails. If I used aftermarket fuel rails I could make it work, but that would add a lot of cost to the project.

 

DR,
Any word on 32v availability? We have a whole gang here in DFW eagerly waiting!

Thanks!

 

Dr,

I can't remember if this works on CIS systems or not?

 

Hi Chuck,

With the economy starting to turn around I am hoping that soon I will be able to afford to allocate the substancial (5 figure) investment costs involved with getting the tooling/molds made and get back on track with this fantastic product soon.

That's a good question, the fuel rails on the CIS system is not the issue, the "different" air guide needed for the CIS systems necessitates a new design that I haven't taken the time to solve in an efficent manner needed for production.

 

so i am going to use after market rail when i replace my injectors (928ms style billet rails) would that clear ya think?

 

Purely newb question as I'm not familair with the dyno process, but isn't it hard to dyno test a product that uses airflow. I guess what I'm asking is, won't a moving car have better HP numbers? When you use a dyno do they force air at the car to replicate the car moving through the air? Wouldn't this make a difference in numbers when testing how much airflow the tested filter setup is moving?
In a street enviroment based on looks the Blackbird is a huge winner in my book.

 

When you get the rails replaced let me know and I will send you a filter housing to check clearance. I would be very curious if they will clear.

I do know when I installed S4 Fuel rails with an injector location/angle change the filter housings do fit perfectly on my Euro Twin Screw.

 

I have no doubt there are more gains with the BlackBird in the real world than even dyno tests show, which is still very good BTW.

In all of our dyno tests we always do the tests comparing our products vs stock with the hood closed and with the same high output squirrel cage fan to come as close to actual real world airlfow effects as possible. After seeing the differential the few times we did tests in the past with the hood open I am a firm believer of doing our tests this way for all of our products. In back to back tests we saw as much as an 8-10hp differential with the hood closed vs open. At a minimum we have good consistant results by always doing it the same way every time.

 

One option would be S4 rails with 85/86 injectors.
You can drop in LH injectors into an L-Jet system with no issues. With more and more people upgrading to larger injectors, should be some cheap, stock 24lb clip in style available.

What part of the stock 16V rail doesn't work, sticks up too high?

 

Thanks for the quick answers!!
I have always wondered about those very points you brought up. The hood being open and the huge variation in numbers is startling. I'm sure a less honest company could use this to easily manipulate a products performance. Thanks again I eagerly watch your upcoming releases.

 

Good point.

Yes the rails sticking up to high is the major issue, the angle also could be an issue, but if the height it reduced enough that can probably be worked around.

 

Hi Dave,

Keep up the good work and hopefully you can also get the price down a bit - the HP/dollar gain is a difficult equation on these cars.
Just out of interest, I worked a few calcs today and concluded that the Reynolds number for air flow through the stock inlet tubes is somewhere in the region of 16,000. That may not mean much to you but it is well turbulent and by quite some margin, so much so that even at tickover, the airflow is almost turbulent [laminar flow starts at Reynolds numbers lower than 2000]. This assumes an air flow of around 570 cubic feet a minute at 6k rpm. So, at just about any flow condition above tickover, the air flow is turbulent and pressure drop is proportional to the square of the flow [for laminar flow it is directly proportional to air flow]. If the size of the duct changes [up or down] the airstream changes velocity and there are losses associated with that. Every 90 degree directional change creates resistance equivalent to a length of pipe about 7 times the diameter of the pipe and heavens knows what happens when air tries to flow into the mouth of the MAF from all directions.

It seems to be well known that the existing air box has some degree of restriction. At a recent UK based dyno day I asked the chaps if they could conduct a test with a stock filter element inserted and with an old filter element with the paper flutes cut out. The result was no difference whatsoever. This suggests that it is the air box design that is restrictive [it is limited in height] and thus suggests why a better inlet design might give improved performance.

Your design is just about as optimal as it can get. The air passes through the filter element with minimal disturbance to the air flow and at the inlet to the MAF, the air streams are not fighting each other as they are merged rather than shoe-horned together. In the stock air box the air is changing direction and then merging from all directions probably creating minor shock waves in the process.

With mods like this, x-pipes, faster exhausts, plenum extensions and shark tuning I suspect that all these little increments add up to a significant increase.

It would sure be nice to try this system out- I do believe you are on to something worthwhile if you can bring it to market a bit more economically but sadly the economies of scale are doubtless working against you. Maybe you can get the inlet collector made in PRC for 50 cents a pop! -you just need to order 30,000!

Regards

Fred R

 

Hi Fred,

Thanks for your technical description of how some of the features of the Backbird works and also for your words of encouragement, it is very much appreciated!

BTW, concerning your comment about reduction of cost, here is a quote I made on the other current Air filter thread..

Thanks again,