Dynamic Airflow - Intake Manifold Volume

[coanan]

How does this play in tuning and should it be changed when installing a supercharger?

I've seen in SC tunes varying numbers.

5.7 Whipple mostly 13.56, one was 14.56, another unk SC 17.92

6.2 IHI 2.4/2.7 15.12, one with a Whipple 4.6 18.90

6.4 Whipple mostly 12.67, one 16.50

[smokeshow]

That and more with a blower... Chrysler software is picky about getting the intake manifold airflow model dialed in.

[coanan]

That and more with a blower... Chrysler software is picky about getting the intake manifold airflow model dialed in.

Thanks. Could you explain more??

Trying to figure out if my Whipple build would benefit from changing this.

Just seems odd for my built to only show 13.68 lbs boost.

When I had Max MAP set to 250kpa I did get a 1.99 Pratio, but I also had intake volume set to 16.50. Between those two I did get a massive lean spike. I attribute that to the increase in intake volume change and no fueling change. Computer goes nuts with anything above the 195kpa to, so that seems to be locked in unless there is a go around trick..

With Max MAP at 195kpa I only get a 1.92 Pratio.

Think I'll try the 15.12 and change fueling just to see what happens.

[coanan]

Whipple got back to me. Gist of answers to my questions.

We don't use the dynamic airflow as an exact number, but, comparing to a 6.4L, you can increase by 15% and its very close.


I would use 15.5, that would be a good starting point. (now at 13.56)


PE certainly needs some changes as well. Transient most likely will need a little, but the manifold volume generally helps the most with that.