[gumby79]

ConnClark [I have said it before and I will say it again. If you put a warm air intake on your diesel you will reduce fuel economy and increase pollution.

It is just a bad idea unless you are operating it at -20C or other insanely cold temp

It said
For every 10º F temperature
increase above 60ºF the changes to air density and oxygen content results in a power loss. Power loss is 1% for every 10F above 90F.Increased smoke and particulate replace the lost power
This is why the 1989-1991 dodge Cummings has .0004524 cross section. 4hole X .012 "larger injectors "

the 1991.5-1993had .0003817 cross section 6hole X .009"small injectors"
same make and model they both have 160.hp
the 1989-1990 had Water Jacket Charge Air Cooler placed inside the intake manifold. 22-25psi max boost with 18cm housing, IAT constant @ 180-220°f. (-20°f ambant =180-220°f same as coolant for IAT @full boost;off boost IAT =180-220°f ) Extra fule is necessary for cooling to compensate for high IAT

Late 1at gen 1991.5-1993 my truck small injectors Air toAir Charge Air Cooler 15-19psi max boost 21cm housing. IAT with in 50°f of ambient( -20°f ambient =30°f. @full boost off boost IAT COULD DROP TO-20°f )

Hot Aie Intake would be a pluse it would have to be dynamic based on IAT@the intake manifold.
To tie your grill block shutters in as a HAI set probe on the hot side of the intercooler set to close @below 90°f and open above 130°f

We (you me and the author ) agree excessive IAT =high NOXX
It also said genraly a 1:3 IAT to EGT.

ConnClark What I got was this guy doesn't know what he is talking about on why intercooling works. Not one mention of the reduction of combustion gas temperature rejecting less heat to the cooling system. He also made the False statement that an intercooler alone can't add power. This has been shown experimentally. He just chalked the fuel economy improvement to "favorable combustion conditions".[/I]

3. Higher N0x emissions
Increases to charge air temperatures result in higher combustion chamber temperatures
which in turn increases the production of N0x emissions. Normally, nitrogen, which
makes up approximately 77% of the composition of air, remains inert and uninvolved in
combustion processes. At temperatures above approximately 2,500F and because of high
cylinder pressures, nitrogen will react with oxygen to produce nitrogen oxygen
compounds collectively known as N0x.
[I]
And



If IC only cant make power ? Then how can Cummings put smaller injectors and a better IC, and not loose any power . how is useing less fule to od same work not a FE improvement

In conclusion testing is needed to deturmen if your situation will benefit from HAI. With TDI HAI is NOT the answer an active grill block is.

We all benefet from shaired knowledge

As for insane cold this winter @5550ft it wasnt bad @-33 low and 15°f average for feb 2014 most days below 0°f and Butte, Montana was the 18th coldest city in the lower 48.

So yes I live were this subject is of high importance for me 15-20 miles to reach operating temp @65mph. Can cut that down to 7-15miles with a 75% grill block. Would go 100% except on grades 7%and grater I'm geting worm 200°f @30°f ambient @top of grade EGT started climbing ATACAC was giting heat soaked noticeable power loss increased hase in exost.

With an active grill block and also active HAI pulling from behind the radator/fresh air on a thermostat would help my worm up time/FE.