MrMopar64 wrote:
Here's a couple of things that I'm worried about in bypassing the CAC:
1. The maximum allowable temperature rise between the ambient and the intake air temp (after CAC temp) is 30 degC during continuous duty use. Given an 80degF day (26.6degC), that means you can't have anything over 110 degC in the intake. However, with the CAC, your normal IAT is going to be more or less ambient given sufficient air flow thru the grille. The temps coming out of the turbo compressor are going to be well over this value, thus you're going to be in a position where the engine performance is being derated considerably. Plus these high temps - even during low load cruising - aren't going to be good for the combustion process.
2. The max allowable specs for delta_P across the CAC is 100 mbar and the DCX CAC meets these requirements. Thus your pressure drop is much less than the 1psi, and isn't really an issue. Addtionally, the back pressure increase from such a small movement in the turbo vanes is negligible in comparison to an appreciable drop in fuel economy.
The reason why your fuel economy went up is that the super high IAT's caused the EGR to shut off as well as ambient corrections for injection quantites and timing to come into play, thus making it run differently.
1. I mostly agree, and the ambient + 30degC IAT maximum seems very reasonable too. that would make the maximum IAT ~140-150F and I was around that without the intercooler at 55MPH. but I don't see how hotter IAT is going to be bad for the combustion process (maybe for power but the diesel combustion?), can you explain why you say this?
2. 100 millibar is 1.5 PSI, by my math. i would be very surprised if the CRD had less than a 2:1 back pressure to boost ratio, (do you have any data on this?) delta 2 PSI of back pressure seems like alot to me.