klumb15

Swirly things add turbulence. Turbulence hinders flow through a closed channel. Anybody else pay attention in fluid dynamics? Also, 90 degree bends hinder flow. As the air flows through a bend, the inner side of the 90 degree bend is essentially a void. The best intake for the ecoboost would be a straight shot system into the turbos. The temperature of the incoming air doesn't matter that much, as the F150 is equipped with an overly efficient intercooler.

Banks actually does a decent job at explaining this.
http://www.bankspower.com/techarticl...-how-air-flows

CoreyMS

Stage 3 anyone?

geno51

Skip it and go to stage 8

geno51

Again Jason any insight into the hp and tq not crossing at 5252rpm on your dyno sheet ???

sluggo1

Geno I am with you on this one..Jason isn't required to respond to us but you would think at this point he would chime in with those dyno clarifications. Sort of bothers me too that I took the time to write up a good detailed review and not so much as a thanks from them about it..I am conflicted at this point..All the hassle involved prior to finally getting our product and lack of communication here..This is a potential huge money maker for them so I would expect at least one daily update with answers to questions we ask..For example Rick on the Livernois thread responds to every single question asked on a daily basis..That was one of the main reasons (other than the fact their tune is very good) that I went with them..Once again I don't expect service like that but it is nice to deal with a company that has at least one representative to speak on their behalf on a major forum like this. Perhaps he has been busy or off for the holiday but I would like clarification on the dyno situation as well

SICKQK

That's interesting because my experience has been the complete opposite. With only "modern" car I've attempted to hop up the effects were immediate. Then over time the ECU would adjust for the extra air and return the engine back to stock performance again.

The only way to see a long lasting gain would be with a tune that would take advantage of any increased air.

sholland96

I know my experience with other recent cars is that there is a 'learning' process that is done over the first 100 miles or so after the ECU has been reset. This is to build the part throttle maps - WOT throttle maps are still from pre-programmed factory values, which would only change via a tune (direct to ECU or via a piggyback ECU). This is mostly due to the the fact that most fuel injected engines have just narrow-band O2 sensors, so are unable to measure AFR ratios very far beyond stoichiometric (e.g. 14.7:1 air to fuel). Therefore, the AFR is just a lookup from values in the maps. The Ecoboost however has a wide-band O2 sensor, which can read AFR values in a much wider range from stoichiometric which allows for closed-loop control, so it's possible to dynamically react to incoming air in real-time, therefore always regulating to an AFR map that has been preprogrammed at the factory. A tune would adjust the AFR target map to get mo' powah....

The question is, how does the Ecoboost actually use the wideband O2 sensors. I've been watching this discussion to help get an answer...

tspike

Think I'm just going to stick with my drop in K&N..

geno51

?????????

egbertnr

Yeah but you dont get all the cool sounds then!