hey guys i have 2001 7.3 power stroke super duty and tring to hook up isspro boost gauge, were on motor does the connection go, any pics would help.if thanks

 

Clay at RiffRaff Diesel Performance has a great little fitting to eliminate the Air Intake Heater and at the same time, gives you a 1/8" NPT opening to hook the boost gauge to. It is a much better place to sense boost than simply splicing into the MAP sensor line.

 

Sorry, no pictures, but running from the passenger side of your truck there is a red hose, it is a the MAP sensor line, this is what you need to tap into. Mean while, I will look for a link.

 

Gauge Installations at DieselManor- 1999-2003 7.3L Powerstroke

Sorry it took so long.

Bob, I have read, and re read, I believe, everything on this I can.. It doesnt seem to make a difference if you remove the AIH, or does it?

 

Here yaa go, got it Pat. I installed my boost fitting with Clay's AIH delete like Guzzle said, nice clean install. With the stock Air Intake Heater element removed

 

By the way, if you have the tools, the plug is nothing more then a Cummings Oil Drain plug.

 

so i don't need the heater

 

There are arguments as to whether or not the AIH is much of a restriction on the air intake or not. I am one that does not think it does.

What does make a difference is where the boost gauge is sensing true boost. The closer that you can get to the intake plenum, the better. The AIH hole is just a handy place to do it without pulling the spider and tapping it and most that have eliminated the AIH have found that it is a pretty useless item on the truck.

 

ok guys i talked to clay and bought it and thanks alot for info.....

 

I also bought the delete plug from Clay, it made the install much easier and cleaner.

 

The hard thing on the drain plug is drilling and tapping it. Been there and had fun trying

 

I hope Bob doesn't mind that I'm reveling his following PM to me but it explains why I'm butting in here!

Well yesterday was a travel day and I'm still recuperating but here goes! First I'll calculate the spider's flow restriction without the AIH element installed and here I'm just considering the path from where the spider receives its "cool air" input from the CAC tube to the "output hoses" leading to the plenums. I modeled this path as having a flow restriction that's comparable to that of a 3-ft length of straight pipe where the pipe diameter is somewhere between 2.5" to 3.0".

The R Inches H2O restriction of this path depends on the VAF=Volume Air Flow (CFM) flow going through the spider and into the cylinders and for a 444 in^3 engine with a VE=Volumetric Efficiency of 80% when operating at 2,900 rpm this is a... VAF={(0.1285)(VE)(RPM)}={(0.1285)(0.8)(2,900)}=300 cfm.

In the graph below if you look across from 300 CFM until you come to the blue curve (3.0" dia) and then down to the black AFV=Air Flow Velocity curve you see a AFV=70 mph and then look down to also see a R=0.5" H2O and if you look across from 300 CFM until you come to the red curve (2.5" dia) and then down to the black AFV curve you see a AFV=100 mph and then look down to also see a R=1" H2O ...and this bounds the spider's flow restriction without the AIH element installed as being between R=0.5" H2O with a 70 mph AFV and R=1" H2O with a 100 mph AFV.



Now here's where someone needs to measure the actual AIH element and post the result but for now I'll assume the element has a 0.25" dia and is 2" long and this gives an Ap=Projected Frontal Area of... Ap=(0.25)(2)=0.5 in^2=0.0035 ft^2 ...and I'll also assume... Cd=0.75 ...where Cd=Drag Coefficient which is a dimensionless ratio that takes into account the objects shape.

This equation gives the ADHP=Aerodynamic Drag HP of the AIH element... ADHP={(Ap)(Cd)(MAP)(MPH^3)}/{(MAT+460)(4,150)} hp ...and I'm assuming a BP=28 psig which gives a MAP=14.7+28=42.7 psia and that MAT=140*F due to a long duration steady state flow like you encounter when climbing a long grade.

Here's the ADHP calculation for the worst case of R=1" H2O with a 100 mph AFV... ADHP={(Ap)(Cd)(MAP)(MPH^3)}/{(MAT+460)(4,150)}={(0.0035)(0.75)(42.7)(100^3)}/{(140+460)(4,150)}=0.045 hp ...and you can relate a given ADHP to a "drag restriction" Rd from this equation... Rd={(ADHP)(6,343)}/(VAF) Inches H2O ...so the Rd for a ADHP=0.045 hp is ...Rd={(ADHP)(6,343)}/(VAF)={(0.045)(6,343)}/(300)=1" H2O.

So the addition of the AIH element causes an additional "drag restriction" of Rd=1" H2O and without the AIH element installed the restriction was R=1" H2O so with the element installed the total restriction is Rt=2" H2O and the restriction doubles!

For the case of R=0.5" H2O with a 70 mph AFV you get... Rd={(0.015)(6,343)}/(300)=0.3" H2O ...and without the AIH element installed the restriction was R=0.5" H2O so with the element installed the total restriction is Rt=0.8" H2O and the restriction increases by a factor of (0.8)/(0.5)=1.6!

So having the AIH element installed causes a large "percentage" increase in "spider restriction" ranging from a 60% to a 100% increase but so what!!! For the stated conditions the gauge pressure at the turbo outlet is 30 psig and comparing that with a BP=28 psig in the spider means the intercooler restriction is 2 psi=55" H2O ...and what really counts is the gauge pressure inside the cylinder at BDC of the intake strokes which is only 80% of the spider pressure or 22.4 psig so you can view the intake valve as having a 5.6 psi=155" H2O restriction ...so when you consider the total 7.6 psi=210" H2O restriction from the turbo outlet to inside the cylinders it really doesn't make much "bottom-line" difference if you have an additional 1" H2O restriction which is only a 0.5% increase due to the AIH element!

Please ask some questions ...especially if you don't understand why the CFM flow going through the spider and into the cylinders doesn't depend on boost and is only 300 cfm and not a number like the 600 cfm that everyone talks about when discussing air filters!

 

GENE! You forgot to leave out all of your supporting documentation!!!!!!!!!!!! (I know, you couldn't help yourself)

So what I get out of that is that is does create a restriction but it is so little, it does not make a difference, especially with the SOTP gauge.

The only assumption that may be off, since I don't have an AIH here to measure, but from what I remember, the AIH is about 3/4" in diameter and 2 1/2 to 2 3/4" in length.

 

I'll plug in these dimensions when I get a chance but first let me modify the following statement which I wrote while watching the football game last night!

The above statement should've said... a flow restriction that's comparable to that of a 3-ft length of straight pipe (flowing atmospheric density air) where the pipe diameter is somewhere between 2.5" to 3.0"... and for the 2.5 times higher air density in the spider due to a BP=28 psi this corresponds to a 3/2.5=1.2 ft length of straight pipe!

The "physical" flow path through the spider isn't 1.2 ft in length but the actual path isn't straight and even the slightest bend plus the "Y" divider increases the restriction so I think an "equivalent" 1.2 ft length of straight pipe is a pretty good model for the actual spider restriction!

However the real reason I'm using a 1.2 ft length of straight pipe is that I already had a graph for a 3-ft length pipe flowing atmospheric density air that was done a long time ago for an unrelated effort and as the old saying goes ...if your only "tool" is a "hammer" then every problem looks like a "nail" ...so I used that previous graph as convenient a "tool" for this new problem!

If you're talking about achieving more HP due to generating more BP in the spider then consider that Increased HP comes from an increased fuel supply and increasing the BP so as to provide more air supply than is required to combust the fuel supply that's currently being injected actually "reduces" your net flywheel power because... increasing the BP increases the exhaust back pressure which increases the engine's "pumping loss" ...and it takes more power to run the turbo compressor to compress that extra air supply which also releases more heat into the intake air supply ...and during the engine's compression strokes it takes more power to compress that extra air supply!

Check out my post #26 here... https://www.ford-trucks.com/forums/8...w-8k-lb-2.html ...where I wrote...

Here's some more references on the topic of airflow and fuel flow...

https://www.ford-trucks.com/forums/8...gine-need.html

https://www.ford-trucks.com/forums/8...ing-smoke.html

...and I just noticed that this last thread has a long reply that I never got around to answering!