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Thread: Let's talk pipe size

  1. #21
    Supporting Member II Turbo Mopar Contributor
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    Re: Let's talk pipe size

    Big as fits and straight as possible.
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  2. #22
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    Re: Let's talk pipe size

    Was a tight fit in an omni. My lancer has a 3" setup. Gonna change it up when I move the battery.

  3. #23
    Supporting Member II Turbo Mopar Contributor
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    Re: Let's talk pipe size

    Quote Originally Posted by shadow88 View Post
    Let's say you're using an air filter minder type of device. http://filterminder.com/ If it indicates no restriction, could there be gains to a larger pipe? Obviously cold air and smooth transitions are preferred.

    Maybe I'm reading it wrong, but your second paragraph says to me that transitions will reduce efficiency, yet suggest one size larger than throttle body which would require a reducer.
    For the first question: probably not.

    For the second question, you are correct. The reason for the 1 larger size is bends...slow the air down for turns.

  4. #24
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    Re: Let's talk pipe size

    So we agree the air filter to turbo pipe should be as large as you can fit all while keeping the airflow smooth and cold?

    I liked iturbo's Theory that the larger charge pipes pre and post turbo would allow longer time crossing the intercooler core and thus, reducing temperature.

    Everyone seems to agree there's no gains to having a larger-than- throttle body pipe leading from intercooler to throttle body?

  5. #25
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    Re: Let's talk pipe size

    Well theoretically. large pipes between IC and TB could help some .
    possibly part of plenum size when TB is open at FT.. depending on flow restriction from plenum to pipes.

  6. #26
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    Re: Let's talk pipe size

    Quote Originally Posted by masterjr33 View Post
    Well theoretically. large pipes between IC and TB could help some .
    possibly part of plenum size when TB is open at FT.. depending on flow restriction from plenum to pipes.
    Wouldn't the plenum volume technically be all the way to the turbo under WOT conditions?

    Strictly on pipe size, turbulence and heat (by compressing slightly) would happen if there was a neck down at the throttle body, no?

  7. #27
    Rhymes with tortoise. Turbo Mopar Staff cordes's Avatar
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    Re: Let's talk pipe size

    Quote Originally Posted by shadow88 View Post
    So we agree the air filter to turbo pipe should be as large as you can fit all while keeping the airflow smooth and cold?

    I liked iturbo's Theory that the larger charge pipes pre and post turbo would allow longer time crossing the intercooler core and thus, reducing temperature.

    Everyone seems to agree there's no gains to having a larger-than- throttle body pipe leading from intercooler to throttle body?
    A lot of really fast guys have posted that they run a cold side pipe to the TB which is larger than the TB itself. I think Stephan ran a 3" pipe?

  8. #28
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    Re: Let's talk pipe size

    My plan is to switch to a water to air I/C. The one I was looking at has 3" I/o. I want to run 3 inch pipes and a 70mm throttle body when I do that to go along with a ported +1 swirl and f5 cam.

  9. #29
    Supporting Member II Turbo Mopar Contributor Shadow's Avatar
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    Re: Let's talk pipe size

    Cpl things to keep in mind, and never forget, it's about the entire system working together.

    So, going to 3" I/C pipes for eg. What turbo are you running? How much air does it flow at target boost pr? If you go too large on piping and your turbo does not flow a sig amount of CFM the system will suffer. (Drivability and transient response)

    On the other hand, and as a few have mentioned, if your turbo is pushing sig more CFM than our little 8V mtrs can swallow, it is most likely stacking in the system, so going to larger volume pipes and relieving some of that, as well as Slowing down the flow for better cooling becomes beneficial.

    When I went to 3" I/C pipes on the Charger, Everything got better. There was a time I considered water cooling for consistency. After the change to 3" charge pipes and the AtA I/C in the Charger now, I can hot lap the car and lose nothing at the track. Before the change I would lose 2-3mph on a second "hot lap" pass.

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  10. #30
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    Re: Let's talk pipe size

    I'm thinking the significantly shorter run of intercooler piping will help to some degree with the water to air. I currently have a to4e 50 trim with .63 housing, stage 2 turbine with your mandrel 3" swingvalve. I'm thinking a gt3076r or similar will be my next turbo.

  11. #31
    Supporting Member II Turbo Mopar Contributor Dr. Johny Dodge's Avatar
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    Re: Let's talk pipe size

    ok , a little tangent here
    we know we lose something from "flow" when we add a 90* turn but how might that 90* turn be affected if we transition from oval to round or vs versa as we turn that 90* ?

    examples (editing in links in process)

    www.summitracing.com/int/parts/tfs-315b800/overview/

    http://www.amazon.com/d/Automotive-E...bow/B078WK55MV

  12. #32
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    Re: Let's talk pipe size

    would most likly need to run the design through a air flow computer.
    make sure all the areas are built correctly.

  13. #33
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    Re: Let's talk pipe size

    There are engineering "rules of thumb" for efficiency loss percentages for turns, transitions, length, diameter, etc... No need to guess.

  14. #34
    Supporting Member Turbo Mopar Contributor iTurbo's Avatar
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    Re: Let's talk pipe size

    From my experience, I lost no response or spool time going from the non-intercooled 2.5L, to the Isuzu NPR intercooler and 4+ feet of 2.75" pipe connecting it all. Turbochargers are high volume/low pressure pumps. It pressurized just as fast as ever after the intercooler install. It was still "point and shoot" being a 2.5L in a light car.
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