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Also it turns out there is no one magic runner length for the DIE effect and
the length for this effect depends not only on the rpm point you select for this effect to occur but also on your particular engine specifications - there that sounds mysterious enough, I think.<<<
Lots of really great information showing up as a result of this thread... this has to be one of the longest running discussions we've enjoyed here. But that's not what I wanted to say....
Considering how the DIE works (could the Dynamic Intake Effect possibly have resulted in a worse acronym?) I'm really anxious to see the results with the turbo. It seems to me that in a NA engine the DIE is functioning in a low pressure system (at least until you get to WOT and the MAP equals the baro setting). I'm wondering if the positive pressure provided by the turbo's compressor is going to change how it works. If we were to liken the intake system to an organ pipe, as you lengthen the pipe its resonant frequency goes down (and is the same reason you need to tune the runner length for maximum DIE at a given RPM). At a fixed length that pipe will always sound the same note when a volume of air causes the column of air in the pipe to resonate. If you increase the pressure, the pitch (frequency) of the note remains the same but the volume increases. Given this phenomenon, I wonder if the intake tubes set to the same length as those that are providing an actual DIE in a NA application (at a given RPM, of course) will show an increase in DIE with the positive turbo pressure, or if the runners will need to be shortened (lengthened???) to account for the DIE wave being slowed by the higher pressure intake charge opposing it? OR..., it could be that the DIE is negligible in the pressurized turboed system and the best results are to be gained by the shortest runner length possible to minimize friction losses on the incoming air stream. Lots to think about.........
<Marv>
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