Remove the temperature/barometric pressure wire harness from duct. Remove band clamp on each end of OEM intake duct. Slide off duct from air box and turbo and removed. Re-install the Cool Hose in reverse order.
- Intake air temperatures measured at the turbocharger while climbing a 6% grade for 4 miles: Stock vs. PSM Cool Hose. See Duct Intake Air Temperature 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 vs. PSM Cool Hose. See Dynamometer #4 Test
The purpose of this test was to document the increase in power when using the less air flow restrictive Cool Hose intake duct with stock fueling.
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” 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 intake air temperature. A high power fan was used to blow cool air onto the front of the vehicle during all test runs.
This dynamometer test was performed on four different types of air intake ducts to determine if the OEM intake duct was preventing the engine from reaching its full power potential. See Intake Duct Evaluation test for results on all ducts.
With stock fueling, the Cool Hose intake duct allowed the truck to make more power than the OEM intake duct starting at 1400 rpm and continuing to 2800 rpm because the large air flow restriction in the OEM intake duct was eliminated with the installation of the large bend radiuses, 4” inside diameter, smooth bore Cool Hose duct. Turbo response and spool up was enhanced to improve low to mid-range torque. The Cool Hose intake duct made an average of 4 more horsepower and 10 lb-ft more torque than the OEM intake duct between 1400 to 3000 rpm.
At 80 horsepower fueling level (not shown), the Cool Hose intake duct allowed the truck to gain 6 more horsepower and 13 lb-ft more torque than the OEM duct. Improvements in power started at 2000 rpm and continued to 2900 rpm. Turbocharger spool up and low end power did not change because the OEM air box prevented the Cool Hose duct from getting instantaneous air flow, generated by the turbocharger from additional fueling.
Aftermarket air intakes do not increase air flow. See Dynamometer #6 test for detailed explanation. Aftermarket intake ducts will have less air flow restriction than the OEM duct due to the noise silencer located inside the duct. Cool Hose intake duct lowers air flow restriction 6” water column pressure below the OEM intake at maximum rpm and boost. Lower air flow restriction inside the duct allows the turbocharger to make more boost (see boost curves in graph). More boost in the intake manifold produces more power with out adding more fuel. In addition, the Cool Hose silicone rubber intake duct has the lowest thermal conductivity than any intake duct, permitting less under-hood heat from getting inside the intake duct to lower air density and power. See Duct Intake Air Temperature test.
Power gains shown in the graph when using the Cool Hose intake duct may appear minimal compared to other manufacturer’s hype, but these are real numbers, not created 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: Stock vs. 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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- Performance comparison of air intake ducts: Stock vs. aFe “Torque Tube” vs. aFe “Torque Booster” duct vs. PSM Cool Hose. See
Intake Duct Evaluation Test
Do material, size and shape of intake duct affect performance of the duct? This chart summarizes the performance from 4 different intake ducts.
Ducts that are constructed from metal will conduct engine compartment heat through the metal duct and into the intake air stream faster than ones that are constructed from plastic or rubber. The thermal conductivity of heat through an aluminum duct is 1600 times faster than a rubber duct. The aFe metal Torque Tube conducts heat 22 times faster than a plastic duct which explains why the air temperature inside the metal duct, when measured at the turbo, was hotter than the OEM duct. The air inside any aluminum or steel duct will gain and lose temperature much faster than the OEM duct. In most situations, the air inside a metal duct will be hotter than the air inside the OEM duct.
The OEM intake duct has a heavy plastic noise silencer that becomes a heat sink and quickly absorbs engine compartment heat and transfers this heat into the intake duct. The air inside the OEM duct will always be hotter than a thin-wall plastic duct and have more constant temperature.
Rubber has the lowest thermal conductivity of any material currently used in intake duct construction, 15 times lower than plastic which explains why the air temperature inside the Cool Hose duct was the lowest of all ducts tested.
Air flow restriction inside the duct affects performance. Intake ducts with a larger inside diameter and bend radius will have less air flow restriction and provide the most improvement in power. The ducts with the largest inside diameter and bend radius were the DPP Cool Hose and aFe steel “Torque Tube”. These two ducts had the lowest recorded pressure drop and made the most power compared to the smaller diameter and tight radius aFe plastic “Torque Booster” duct.
The OEM intake duct is very restrictive. The silencer and turning vane at the turbo end of the duct kills boost response, spool up and power throughout the engine’s rpm range. Most aftermarket intake ducts offer a vast improvement in reducing air flow restriction over the OEM duct.
The Cool Hose intake duct offers the best performance to our customers due to its superior low thermal conductivity to keep the air going to the turbocharger the coolest for maximum air density and engine power. This duct has the large bend radius and the inside diameter is a “true “ 4-inch diameter for the least amount of air flow restriction to produce exceptional turbo spool up and higher boost pressure for more power.
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