We accept no responsibility for damage caused due to following a recommendation made on this site. Use of this site: Please treat the information on this site as purely speculative. We do not permit automated access or crawling of this site without permission. We have a policy of actively enforcing our copyright. if the stock filter was equal to the Cone then this cold air intake (in theory) should be superior to bothĬommunity platform by XenForo ® © 2010-2022 XenForo Ltd.Īll content of this site and car forums including text, images and page code may not be reproduced in whole or in part without our prior written agreement. the reason im not too concerned is because the engine is just a 2.7 liter one so its not a massive engine like the ones ull find on the Ram/Silverado/F350, its almost as big as the stock filter housing (which also had a small pipe that connected it to the grill of the car for cold air ), so compared to the stock filter this cold air intake should provide colder air due to it being from carbon (not that the original plastic one was getting that hot ) and should allow better air flow at possibly higher volumes. Good point, sadly i wont know until i get the part, theres no doubt that it will be getting less air that the Cone can, but the cone has no limits until you put a heatshield on it, the cold air intake is pretty much a cone filter inside a carbon housing with a 3inch pipe that connects it to somewhere near the grill of the car, giving it access to cold air, i tried to get the biggest housing i can fit there to make sure the filter is getting as much air as possible. i really didnt feel any gain on mine, but perhaps 15hp shouldnt make that much of a difference to begin with on a Diesel ? (165hp stock ,~220hp remapped) Someone i know with the same car as mine and almost the same mods said that on the dyno the cone filter granted him 15Hp. its temporary for now, im wating for a cold air intake i ordered on Ebay, not sure how it will go but im hoping it would be better considering that it only costs 100$ compared to some of the serious cold air intake systems out there. so my diesel needed more airflow which is why im using the cone filter. Regarding the cone filter, there really was no change on the performance for my car, But i should mention that it has no heat shield and sucks hot air from the engine bay, however an issue i had with both stock filter and K&N drop in filter is that once you really stress the engine you can hear some loud noise as if the airfilter box starts rattling but i was told thats not the filter box but some component in the engine that does that due to air restriction. There's probably still more to this, but this is the limit of my understanding thus far. This serves no purpose other than to subdue the propensity to run on and make 'dieselly' like sounds. The other reason for a throttle plate is possibly to do with engine switch off, basically starving the engine of air when you pull the key. ![]() Some people do fit them simply for aural effect but this is artificial with a diesel engine as there can never be such a thing as excess boost. Of course, the turbo is not spinning at all under idle conditions, so a DV would have no purpose here other than to quench boost if the ECU closes the throttle plate quickly during normal operation. Less air of course means less N and O2 therefore less oxides of nitrogen emitted. So the air is throttled so that only enough goes through to fully burn the metered fuel. At idle a diesel engine can breathe up to 600x the amount of air needed to fully combust the fuel. ![]() I am not sure what the advantages are, but I would guess it's something to do with restricting airflow under low load or idle conditions in order to regulate NOx emissions. Onto throttles - yes, there are diesel engines now which utilise ECU controlled throttle plates as part of the emissions management. So the flutter would be heard when lifting off the accelerator pedal suddenly, rather than when accelerating. Turbo flutter is when a throttle plate is closed and the excess boost vents back through the turbo compressor. The remap certainly made the wastegate flutter more apparent but I am led to believe that this is harmless. All fixed geometry turbochargers have wastegates. I used to get this with my Peugeot 406 (2.2 HDi) which used a Garrett T3 fixed geometry turbocharger. This occurs when using full torque and power (pedal right down). I think what you're experiencing with your car is wastegate flutter.
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