This kit was developed to correct a critical flaw with all aftermarket air intakes that use a “heat shield type” air box, rather than the “sealed type” factory style box. Heat shield air boxes are known to allow engine compartment hot air to enter the engine air intake resulting in less dense air going to the engine, causing a loss in power and increase in EGT when the engine is operating at medium to full throttle. Our Cool Power air intake provides the coolest air to the turbocharger while retaining the factory sealed air box and is the only commercially available “true cold air” intake that is tested and proven to provide cooler air to the turbocharger and engine.
Installing the flange to the air box will require a 3-⅝-inch diameter hole to be cut into the bottom of the box. An existing drain hole in the stock air box is used to locate the flange. The inside diameter of the flange is used to scribe a circle on the bottom of the air box. Cutting the hole can be performed using a keyhole saw, saber saw, Dremel-type tool or a hole saw. The same flange is used to locate the (4) ¼” Ø holes that are drilled through the air box to attach the flange. Removing and re-installing the stock air box with the intake duct attached is done using common automotive hand tools. Installing the inlet port/baffle will require drilling a total of (3) ¼” Ø holes in the plastic air dam and wheel well liner. Our cold air kit come complete with air box flange, duct, inlet port/baffle, hose clamps, fasteners and detailed instructions with pictures.
- Intake air temperatures while climbing a 6% grade for 4 miles: PSM vs. aFe air boxes. See Intake Air Temperature Test
The purpose of this test was to verify if engine compartment heat has an effect on intake air temperature when comparing different types of intake air box designs. Intake air temperature from the sealed OEM air box was compared to an aFe semi-open heat shield type air box. The test was set up to simulate a long pull up a steep grade on a hot day, but can be applicable to extreme engine loading conditions as drag racing and sled pulling.
The test truck was a 2004 3500 Dodge with a stock Cummins engine, six-speed manual transmission, 4.11 rear end and a TST PowerMaxCR box, set at level 2/2, to elevate fuel delivery to 40 horsepower above stock to maintain a constant speed of 60 mph in 5th gear up a 6% grade for 4 miles. Combined gross vehicle weight for the truck and trailer was 17,500 pounds. Other than the power box, the truck is completely stock except for the air intake changes made during the test runs.
Test instrumentation included one temperature sensor located next to the front headlight to record ambient air temperature. Another sensor was located inside the air box just prior to the intake duct to record intake air temperature, and the 3rd sensor was placed outside and to the side of the air box to record under-hood air temperature.
The highest average and peak (133° F) intake air temperatures occurred when using the semi-opened heat shield aFe Stage 1 air box with a conical air filter. This air box took in considerable amount of hot under-hood air causing the intake air temperature to raise significantly above (up to 39°F higher) the sealed OEM air box. Air density loss from 39° F hotter intake air equates to a 7% loss in power. For example a 325 horsepower engine would produce 302 horsepower. The sharp rise in intake air temperature, at the beginning of the test and again starting at test mile 2.25, was due to the engine working harder to climb the steeper sections of the 6% grade.
One modification owners make to the OEM air box is to drill holes in the bottom of the box in anticipation of getting more air into the box. We find that more air does get into the air box, but this air is hot due to under-hood air temperature ranging from 145 to 155° F during the test. Consequently intake air temperature will rise, depending on the number of holes drilled, higher than an unmodified OEM air box intake temperature. This higher intake air temperature will cause a loss in power due to the decrease in air density. Consequently, there is no gain (actually a loss) in power when holes are made in the bottom of an OEM air box.
The Cool Power modified OEM air box with cool air taken from underneath the truck allows the intake air temperature to drop an average 3° F lower than the OEM air box intake temperature. This lower air intake temperature will increase air density and engine power by approximately 0.6% or 2 horsepower for a 325 hp engine. From the graph, note that the Cool Power intake air temperature closely followed ambient air temperature.
Preventing hot under-hood air from entering the air intake is vital in making additional power, lowering EGT, reducing under-hood air temperature and engine cool down time. Currently, all automotive diesel truck manufacturers use a “sealed” air box where the fresh air inlet to the box is 100% sealed from the engine compartment to ensure that the coldest intake air comes from outside the engine compartment. The only downside in using a sealed air box is the small size of the air intake opening to allow air to enter the box. With the installation of the Cowl Power cold air intake duct, PSM corrected this problem by creating another opening in the bottom of the OEM box to supply the box with additional cold air.
The OEM plastic air box is a good insulator in keeping the air cool inside the box. The thermal conductivity of plastic is 22 times less than steel. Why would anyone want to use a steel air box? PSM believes there is no better air box available than the OEM plastic “sealed” box with the factory seal between the air box and fender. The addition of the Cool Power cold air intake duct to the OEM air box greatly enhances the performance of this box.
Intake manufacturers apparently do not test for intake air temperatures and if they did, they would almost certainly not disclose how much hot air their systems provide to the engine over and above the OEM air box. Unfortunately, manufacturers appear more interested in providing the customer with high air flow numbers that are obtained from laboratory tests and not from any testing done on the truck. These CFM numbers are meaningless and misleading and no longer apply to their intakes once installed in the truck.
For customers who want the best performance from an air intake, PSM is proud to offer the Cool Power cold air intake. The Cool Power cold air intake with our Cool Hose intake duct is our Proven Combination for the Dodge/Cummins truck for lowering EGT, increasing engine power, reducing under-hood air temperature and engine cool down time.
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- Engine compartment air temperatures while climbing a 6% grade for 4 miles: PSM vs. aFe air boxes. See Under-hood Air Temperature Test
The purpose of this test was to determine if aftermarket air intakes can cause under-hood air temperature to rise. This test compared engine compartment temperature between the sealed OEM air box and an aFe semi-open heat shield type air box. The test was set up to simulate a long pull up a steep grade on a hot day, but can be applicable for extreme engine loading conditions as drag racing and sled pulling.
The test truck was a 2004 3500 Dodge with a stock Cummins engine, six-speed manual transmission, 4.11 rear end and a TST PowerMaxCR box, set at level 2/2, to elevate fuel delivery to 40 horsepower above stock to maintain a constant speed of 60 mph in 5th gear up a 6% grade for 4 miles. Combined gross vehicle weight for the truck and trailer was 17,500 pounds. Other than the power box, the truck is completely stock except for the air intake changes made during the test runs.
Test instrumentation included one temperature sensor located next to the front headlight to record ambient air temperature. Another sensor was placed at the exhaust manifold side of the air box to record under-hood air temperature.
The highest average and peak (159° F) under-hood air temperatures occurred when using a semi-opened heat shield aFe Stage 1 air box with a conical air filter. This air box allowed the engine to take in considerable amounts of hot under-hood air causing the intake air temperature to rise, which in turn causes the EGT to rise 40 to 60°F above the OEM air box. Higher EGT caused the under-hood air temperature to increase even more. This cycle of increasing under-hood temperature and higher EGT resulting in increasing under-hood temperature was repeated over and over until the throttle was lifted.
The OEM air box allowed the engine to receive 100% cold air from outside the engine compartment resulting in a maximum rise in under-hood air temperature to 140°F. This test is proof that cooler intake air to the engine results in lower engine EGT and lower under-hood air temperature.
The Cool Power modified OEM air box with additional cold air taken from underneath the truck will drop under-hood air temperature by an average 5° F lower than the OEM air box.
Preventing hot under-hood air from entering the air intake is vital in making additional power, lowering EGT, reducing under-hood air temperature and engine cool down time. Currently, all automotive diesel truck manufacturers use a “sealed” air box where the fresh air inlet to the box is 100% sealed from the engine compartment to ensure that the coldest intake air comes from outside the engine compartment. The only downside in using a sealed air box is the small size of the air intake opening to allow air to enter the box. With the installation of the Cowl Power cold air intake duct, PSM corrected this problem by creating another opening in the bottom of the OEM box to supply the box with additional cold air.
The OEM plastic air box is a good insulator in keeping the air cool inside the box. The thermal conductivity of plastic is 22 times less than steel. Why would anyone want to use a steel air box? PSM believes there is no better air box available than the OEM plastic “sealed” box with the factory seal between the air box and fender. The addition of the Cool Power cold air intake duct to the OEM air box greatly enhances the performance of this box.
For customers who want the best performance from an air intake, PSM is proud to offer the Cool Power cold air intake. The Cool Power cold air intake with our Cool Hose intake duct is our Proven Combination for the Dodge/Cummins truck for lowering EGT, increasing engine power, reducing under-hood air temperature and engine cool down time.
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- 45 to 60 mph timed acceleration event with 109°F and 145°F underhood air temperature: Stock vs. PSM vs. aFe air boxes. See Acceleration Test
The purpose of this test was to determine if aftermarket air intakes actually increase engine power when under-hood air temperatures start to rise. This test compared vehicle acceleration between the sealed OEM air box, the PSM cold air modified OEM air box and an aFe semi-open heat shield type air box. This acceleration test was performed with 109°F under-hood air and again with 145°F under-hood air.
The test truck was a 2004 3500 Dodge with a stock Cummins engine, six-speed manual transmission, 4.11 rear end and a TST PowerMaxCR box, set at level 2/2, to elevate fuel delivery to 40 horsepower above stock. Combined gross vehicle weight for the truck and trailer was 17,500 pounds. Other than the power box, the truck is completely stock except for the air intake changes made during the test runs. The recorded time represents the time it took to accelerate the truck and trailer from 45 to 60 mph in 5th gear.
Test instrumentation included one temperature sensor located next to the front headlight to record ambient air temperature. Another sensor was placed at the exhaust manifold side of the air box to record under-hood air temperature. A Vericom VC-2000 accelerometer was used to record the time. Three runs were made with each air intake and the average time of the three runs are shown on the above graph.
With cooler 109°F under-hood temperature, both the PSM air box and the aFe Stage 1 air box accelerated the truck and trailer from 45 to 60 mph in identical time. However, when the test was ran again with 145°F under-hood air temperature, the aFe Stage 1 air box accelerated the test vehicle slower than the OEM air box. The PSM air box accelerated the test vehicle the fastest. This test is proof that hot engine compartment air does get into a semi-open heat shield air box causing the engine to lose power and accelerate slower.
The use of the Cool Power modified OEM air box with cool air taken from underneath the truck produces more power to out accelerate an identical truck equipped with a semi-open head shield air box when under-hood air temperatures start to rise. Elevated under-hood temperatures are common when the engine is under high loads for extended time periods such as drag racing, sled pulling or hauling a trailer up steep grades.
Preventing hot under-hood air from entering the air intake is vital in making additional power, lowering EGT, reducing under-hood air temperature and engine cool down time. Currently, all automotive diesel truck manufacturers use a “sealed” air box where the fresh air inlet to the box is 100% sealed from the engine compartment to ensure that the coldest intake air comes from outside the engine compartment. The only downside in using a sealed air box is the small size of the air intake opening to allow air to enter the box. With the installation of the Cowl Power cold air intake duct, PSM corrected this problem by creating another opening in the bottom of the OEM box to supply the box with additional cold air.
The OEM plastic air box is a good insulator in keeping the air cool inside the box. The thermal conductivity of plastic is 22 times less than steel. Why would anyone want to use a steel air box? PSM believes there is no better air box available than the OEM plastic “sealed” box with the factory seal between the air box and fender. The addition of the Cool Power cold air intake duct to the OEM air box greatly enhances the performance of this box.
For customers who want the best performance from an air intake, PSM is proud to offer the Cool Power cold air intake. The Cool Power cold air intake with our Cool Hose intake duct is our Proven Combination for the Dodge/Cummins truck for lowering EGT, increasing engine power, reducing under-hood air temperature and engine cool down time.
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- Engine cool down time from 530°F to 385°F EGT after a 4-mile hill climb: Stock vs. PSM vs. aFe air boxes. See Cool Down Test
The purpose of this test was to determine if aftermarket air intakes affect engine cool down rate. This test compared engine EGT during cool down between the sealed OEM air box, the PSM modified OEM air box and an aFe semi-open heat shield type air box. The test was set up to simulate an engine cool down after a long pull up a steep grade on a hot day.
The test truck was a 2004 3500 Dodge with a stock Cummins engine, six-speed manual transmission, 4.11 rear end and a TST PowerMaxCR box, set at level 2/2, to elevate fuel delivery to 40 horsepower above stock to maintain a constant speed of 60 mph in 5th gear up a 6% grade for 4 miles. Combined gross vehicle weight for the truck and trailer was 17,500 pounds. Other than the power box, the truck is completely stock except for the air intake changes made during the test runs. After the pull, the truck was stopped at the top of the hill and allowed to idle for 2 minutes. The recording time started after the truck was idling for 2 minutes and continued for another 3 minutes.
Test instrumentation included EGT gauge and a digital stop watch.
Previous testing proved that the use of a semi-open heat shield air box produces higher EGT and engine compartment heat and it came as no surprise that the aFe Stage 1 air box would also have higher EGT after the initial 2 minute cool down compared to the sealed OEM air box and PSM modified OEM box. The average 16°F higher EGT from the Stage 1 air box above the OEM and PSM air boxes continued throughout the test period. It took the Stage 1 air box 1 minute longer cool down time to get to the same EGT as the OEM and PSM air boxes.
The OEM air box and the Cool Power modified OEM air box had the same cool down rate, and got to the same EGT in 1-minute less cool down time than the aFe semi-open heat shield air box.
Preventing hot under-hood air from entering the air intake is vital in making additional power, lowering EGT, reducing under-hood air temperature and engine cool down time. Currently, all automotive diesel truck manufacturers use a “sealed” air box where the fresh air inlet to the box is 100% sealed from the engine compartment to ensure that the coldest intake air comes from outside the engine compartment. The only downside in using a sealed air box is the small size of the air intake opening to allow air to enter the box. With the installation of the Cowl Power cold air intake duct, PSM corrected this problem by creating another opening in the bottom of the OEM box to supply the box with additional cold air.
The OEM plastic air box is a good insulator in keeping the air cool inside the box. The thermal conductivity of plastic is 22 times less than steel. Why would anyone want to use a steel air box? PSM believes there is no better air box available than the OEM plastic “sealed” box with the factory seal between the air box and fender. The addition of the Cool Power cold air intake duct to the OEM air box greatly enhances the performance of this box.
For customers who want the best performance from an air intake, PSM is proud to offer the Cool Power cold air intake. The Cool Power cold air intake with our Cool Hose intake duct is our Proven Combination for the Dodge/Cummins truck for lowering EGT, increasing engine power, reducing under-hood air temperature and engine cool down time.
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- Dynamometer test: Stock air box vs. PSM air box: See Dynamometer #1 Test
The purpose of this test was to document the increase in power when using the less air flow restrictive PSM modified OEM air box with stock fueling. Increased air density and additional power gain from the PSM Cool Power cold air intake can only be performed in real-world testing.
The test truck was a 2004 3500 Dodge with a stock Cummins engine, six-speed manual transmission and a 4.11 rear end.
The truck was tested on a Mustang MD-1750-DE dynamometer with a 10-second duration “sweep” test to generate the power curves. The tests were conducted with the hood open. One sensor was located next to the air box to monitor engine compartment air temperature. Another sensor was located inside the OEM air box after the air filter to monitor air intake temperature. A large high power fan was blowing cool air onto the front of the vehicle during all test runs.
Aftermarket air intakes do not increase air flow. See Air Filter Test Summary for detailed explanation. A good intake box should have less air flow restriction than the OEM box once installed in the truck. Testing intakes on a flow bench in free air is ineffective and misleading. Intakes need to be tested in the engine compartment. Our Cool Power air box with inlet duct, when tested in the truck, lowers air flow restriction 2.8” water column pressure below the OEM box at maximum rpm and boost. Lower intake restriction allows the turbocharger to make more boost (see boost curves in graph). More intake manifold boost produces more power.
With stock fueling, the Cool Power air box allowed the truck to make more power than the OEM box starting at 1900 rpm and continuing to 3000 rpm since the air flow restriction inside the air box was reduced due to the PSM inlet duct bring in additional cool air from under the vehicle to the air box. Turbocharger response and spool up improved slightly. The Cool Power air box made an average of 4 more horsepower and 6 lb-ft more torque than the OEM box between 1400 to 3000 rpm.
At 80 horsepower fueling level (not shown), the Cool Power air box allowed the truck to make made 8 more peak horsepower and 15 lb-ft more peak torque than the OEM air box. Improvements in power started at 1900 rpm and continued to 3000 rpm. Turbocharger response and spool up improved slightly.
Dyno testing can not duplicate the increase in air density or power when cruising on the highway with the Cool Power air box, which allows cool air to enter the box through the PSM inlet duct. However, we have calculate from the observed drop in air intake temperature inside the air box, that you can expect another 2 horsepower and 4 lb-ft of torque from the Cool Power air box when traveling at 60 mph. See Intake Air Temperature
Power gains shown in the graph when using the Cool Power air box may appear minimal compared to other manufacturers hype, but these are real numbers, not dreamed up and unsupported like the outrageous claims made in advertisements. Back in October 2006, Diesel Power Magazine did an air intake test comparison between the stock air intake and six aftermarket air intakes using a stock ‘05 Cummins Dodge truck. They were surprised at their findings that not one aftermarket intake would increase horsepower over the stock system. Also, beware of manufacturer’s inflated high horsepower and torque claims at low to mid-range rpm from altered dyno test procedures.
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- Dynamometer test with 87°F and135°F under-hood air temperature: PSM air box vs. aFe air box. See Dynamometer #2 Test
The purpose of this test was to document the effects engine compartment heat has on power produced from sealed and semi-open heat shield air boxes. It is true that hot intake air is the number 1 killer of power on 3rd Generation trucks. This test was set up to simulate real-world conditions with under hood air temperature that can exceed 150° F. See Under Hood Air Temperature
The test truck was a 2004 3500 Dodge with a stock Cummins engine, six-speed manual transmission and a 4.11 rear end. Performance enhancement includes a TST PowerMaxCR box to elevate fuel delivery to 80 horsepower above stock.
The truck was tested on a Mustang MD-1750-DE dynamometer with a 10-second duration “sweep” test to generate the power curves. The tests were conducted first with the hood open and then re-ran with the hood closed. One sensor was located next to the air box to monitor engine compartment air temperature. Another sensor was located inside the OEM air box after the air filter to monitor air intake temperature. To generate real-world engine compartment temperature, the vehicle was run without load until under hood temperature reached 135° F, at which time the dyno test was initiated. A large high power fan was blowing cool air onto the front of the vehicle during all test runs.
The top series of lines represents torque and the lower series is horsepower for the four different tests. With the hood up, both the semi-open heat shield aFe Stage 1 and Cool Power air boxes made identical 359 horsepower and 716 lb-ft torque with 87°F intake air temperature. These two tests are shown as a single line and represent the top line of the torque and horsepower curves. With the hood closed, the power produced using the Cool Power air box is shown as the middle curve, and the aFe air box power is shown on the lower curve of the torque and horsepower graph.
The power produced from the Cool Power air box with 135° F under hood temperature was identical to the open hood test until 2325 rpm because air intake temperature was about 87°F when the engine compartment temperature was 135°F. At 2325 rpm air temperature inside the intake manifold began to rise as the intercooler became heat soaked. This caused the intake air to become less dense. The MAP/temperature sensor in the intake manifold relayed this information to the ECM which began to de-fuel the engine to compensate for the loss in air density. At 2900 rpm, the Cool Power air box caused the engine to lose 65 lb-ft torque and 36 horsepower when compared to the open hood test. Average horsepower was down 11 hp and the average torque was down 22 lb-ft when compared to the open hood test.
The power produced from the semi-open heat shield aFe Stage 1 air box was down at the start of the run by 12 hp when the hood was closed and under hood temperature reached 135°F. This loss in power is directly related to the loss in air density as a portion of the 135°F under hood air was already inside the air box and engine at the start of this run. Note the slower turbo spool up (due to the loss in air density) compared to the Cool Power air box. Once 2250 rpm was reached, power began to drop off at a much faster rate as the intercooler became heat soaked much sooner and the ECM pulled more fuel out of the cylinders to compensate for the faster loss in air density. Engine compartment temperature at the end of this run was 4°F higher than the Cool Power run. At 2900 rpm, the aFe air box caused the engine to lose 165 lb-ft torque and 90 horsepower compared to the open hood test. Average horsepower was down 36 hp and the average torque was down 78 lb-ft when compared to the open hood test.
The net effect is that the semi-open heat shield aFe Stage 1 air box made 55 less horsepower and 100 lb-ft less torque at 2900 rpm than the Cool Power air box when tested on a dyno that simulated real-world under hood air temperature. The Stage 1 air box made an average of 25 less horsepower and 56 lb-ft less torque than the Cool Power air box between 1400 and 3000 rpm. Why pay $250 or more for a semi-open air box that makes less power than the OEM or the Cool Power air box in real-world driving situations!!!
Expect slightly smaller power differences between the Stage 1 box and the Cool Power air box in a stock 305 to 325 hp engine since the OEM fueling calibration will generate lower EGT and under hood heat.
The horsepower and torque differences shown in the graph between a semi-open heat shield air box and the Cool Power air box are substantial and depict what happens in the real-world driving when engines are placed under high load. In these situations, engine compartment temperature can rise quickly in as little as 1-minute and a semi-open heat shield air box will immediately cause a drop in engine performance due to the hot intake air entering the engine. See Acceleration test.
Intake manufacturers apparently do not test for intake air temperatures and if they did, they would not disclose how much hotter their intake air will be above the OEM air box. How many manufacturers do you know that advertise how much cooler air their cold air intakes provide to the engine compare to the OEM air box?
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- Dynamometer test: PSM Proven Combination: aFe air filter, PSM cold air box and intake duct. See Dynamometer #3 Test
The purpose of this test was to document the increase in power when using the less air flow restrictive PSM Proven Combination with 80 horsepower fueling. Increased air density and additional power gain from the Cool Power cold air intake can only be performed in real-world testing.
The test truck was a 2004 3500 Dodge with a stock Cummins engine, six-speed manual transmission and a 4.11 rear end. Performance enhancement includes a TST PowerMaxCR box to elevate fuel delivery to reach 80 horsepower above stock.
The truck was tested on a Mustang MD-1750-DE dynamometer with a 10-second duration “sweep” test to generate the power curves. The tests were conducted with the hood open. One sensor was located next to the air box to monitor engine compartment air temperature. Another sensor was located inside the OEM air box after the air filter to monitor air intake temperature. A large high power fan was blowing cool air onto the front of the vehicle during all test runs.
Aftermarket air intakes do not increase air flow. However, less restrictive intakes will increase turbocharger boost pressure. Increasing air density by compressing the air to higher boost pressure will allow the engine to make more power without adding more fuel. Study the turbocharger boost curves in the graph and note higher boost does equal more power. Very few intake manufacturers monitor boost pressure while dyno testing their products.
From our in-truck testing, PSM knows which intake components have the least air flow restriction. We also found that the sum of the power improvement made when testing each of the best intake component separately is significantly less than when the best intake components (air filter, air box and intake duct) are tested together as a system. PSM calls their system the Proven Combination since we have performed the dyno and real-world testing of this system against other similar intake components.
The Proven Combination consists of an aFe Pro-Guard 7 air filter, the Cool Power inlet duct to the OEM air box and the Cool Hose intake duct. These products proved to be the best in delivering the lowest air flow restrictions, the coolest intake air to the turbocharger and the highest air filter flow efficiency. Our Proven Combination will 1) lower air flow restriction by 8.0” water column pressure below the OEM intake at maximum rpm and boost; 2) lower intake air temperature, measured at the turbo, by 11° F below the OEM intake when the truck is placed under high engine load; 3) reduced air flow restriction with an air filter that has almost the same filtration efficiency as the OEM filter.
The Proven Combination allowed the truck to make more power than the OEM intake starting at 1400 rpm and continuing to 3000 rpm due to the lower air flow restriction. Turbo response and spool up improved low to mid-range torque. The Combination made an average of 7 more horsepower and 13 lb-ft more torque than the OEM intake between 1400 and 3000 rpm.
At stock fueling level (not shown), the Proven Combination allowed the truck to make made 8 more peak horsepower and 13 lb-ft more peak torque than the OEM intake. Improvements in power started at 1400 rpm and continued to 3000 rpm. Turbo response and spool up was also improved.
Dyno testing can not duplicate the increase in air density or power when cruising on the highway from the Proven Combination, which allows cool air to enters the air box through the PSM inlet duct. However, we have calculate from the observed drop in air intake temperature inside the intake duct, that you can expect an increase of 6 horsepower and 12 lb-ft of torque from the Proven Combination when traveling at 60 mph under full engine load.
The maximum power gains when using the Proven Combination over the OEM intake now start to become significant (+7 hp and +5 lb-ft torque at stock fueling and +10 hp and +14 lb-ft torque at 80 hp fueling level) along with improved torque enhancement at the low to mid-range rpm from faster turbo spool up. These are real numbers, not dreamed up and unsupported like the outrageous claims made in manufacturer’s advertisements. Back in October 2006, Diesel Power Magazine did an air intake test comparison between the stock air intake and six aftermarket air intakes using a stock ‘05 Cummins Dodge truck. They were surprised at their findings that not one aftermarket intake would increase horsepower over the stock system. Also, beware of manufacturer’s inflated high horsepower and torque claims at low to mid-range rpm from altered dyno test procedures.
In conclusion, the Proven Combination involved hand selection of components that were match together to produce one powerful air intake. This power increase is the result of using intake components that enhance each other potential to reduce the pressure drop throughout the intake system. The lower the pressure drop at the turbo, the more boost the turbo will make, and the more engine power will be produced. This can be verified by looking at the boost curves on the graph.
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