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1997 Dodge Ram 1500 5.9L V8 Airflow Analysis

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Information about 1997 Dodge Ram 1500 5.9L V8 Airflow Analysis
Automotive

Published on March 6, 2014

Author: ZacharyDavison

Source: slideshare.net

Description

Airflow analysis of using a throttle body spacer as well as comparing ported and polished cylinder heads and intake manifolds to stock.
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1997 Dodge Ram 1500 5.9L Magnum Air Flow Project AUTO 310 Zachary Davison Cody Gillean

Table of Contents Introduction ............................................................................................................................... 3 Stock vs. Ported and Polished Intake ................................................................................ 5 Stock vs. Ported and Polished Exhaust ............................................................................. 7 Airflow volume with Throttle Body Spacer added ....................................................... 9 Stock Swirl vs. W/ added TBS .............................................................................................11 Ported and Polished Swirl vs. W/added TBS ................................................................12 Summary ....................................................................................................................................15 Type chapter title (level 3)Type chapter level (level 1) ................................................................ 4 Type chapter level (level 2) ............................................................................................................ 5 Type chapter title (level 3) ......................................................................................................................... 6 2

Our research is composed of several different modifications to find a way to gain both airflow volume and swirl on a stock cylinder head. The cylinder head that we tested was taken off of a 1998 Dodge Ram 1500 5.9L Magnum engine. The different modifications to increase the airflow volume include adding a throttle body spacer made by AirRaid bought from any AutoZone auto parts store. We ported and polished the intake and the exhaust ports on the cylinder head and we polished and cleaned the intake plenum runners. ’98 Dodge Ram 1500 Cylinder Head Pneumatic die grinder tool with grinding stone attachment ’98 Dodge Ram 1500 Intake Plenum Pneumatic die grinding tool with rasping attachment 3

Our first flow test, all done on a Super Flow SF600 flow bench at 25” of H20 pressure, was a completely stock set up with the throttle body, the intake plenum and the head all attached together in a realistic fashion, bolted together with gaskets. The set up was mounted to the bench with a 4” diameter orifice plate that we crafted ourselves with particleboard. Cody drilling out head bolt mounting holes into orifice plate Complete flow set up Superflow Bench set up with Brezinski test tool attached 4

Stock Intake Test Data Lift/Diameter Ratio .05 .25 .15 Intake Valve diameter: 1.88” Exhaust Valve diameter: 1.617” Valve Lift (in.) .094 .282 .470 Test Flow (CFM) 52.2 128 157.2 Ported and Polished Intake Test Data Lift/Diameter Ratio .05 .15 .25 Valve Lift (in.) .094 .282 .470 Test Flow (CFM) 51.3 136.5 166 Airflow Volume (CFM) Stock Vs. Port and Polished (Intake) 180 160 140 120 100 80 60 40 20 0 Volume of air in CFM (stock) Volume of air in CFM ( port and polished) 0 0.1 0.2 0.3 0.4 0.5 Lift Points (inches) 5

The next flow test was the ported and polished intake plenum attached to our ported and polished cylinder head. Intake plenum polished (inner) Exhaust port (port matched and polished vs. stock) Intake plenum polished (outer) Intake port (port matched and polished vs. stock) 6

Our test results showed us that at our decided lift points, the ported and polished set up flowed about 5% better than stock in cubic feet per minute. It’s not much of a gain but it is still an increase in airflow. This was found by doing a basic calculation of dividing the larger CFM result by the smaller one. In this case, the port and polished was the larger number. Stock Exhaust Test Flow Data Lift/Diameter Ratio .05 .15 .25 Valve Lift (in.) .081 .243 .404 Test Flow (CFM) 29.4 93.4 132.5 Ported and Polished Exhaust Test Flow Data Lift/Diameter Ratio .05 .15 .25 Valve Lift (in.) .081 .243 .404 Test Flow (CFM) 36.3 100.1 139.5 7

Airflow Volume (CFM) Stock Vs. Port and Polished (Exhaust) 180 160 140 120 100 80 60 40 20 0 Volume of Air in CFM (stock) Volume of Air in CFM (port and polished) 0 0.1 0.2 0.3 0.4 0.5 Lift Points (inches) The CFM gains from exhaust we also very minimal but larger gains coming from the exhaust side. This was to be expected, as the exhaust side of a cylinder head tends to flow better since air is being forced out with pressure from the cylinder. Our next flow test was to try the full stock set up with the added throttle body spacer from AirRaid to find out how it affected the airflow volume. Stock set up with throttle body spacer added Throttle body spacer 8

Our findings with the throttle body spacer added to our set up showed that it actually hindered airflow volume coming into the engine because of the “helix” that protrudes into the orifice of the throttle body spacer. These “helixes” are built to create added swirl into the intake plenum for extra torque and horsepower. Stock Intake with Throttle Body Spacer Test Flow Data Lift/Diameter Ratio .05 .15 .25 Valve Lift (in.) .094 .282 .470 Test Flow (CFM) 53.0 129.0 156.0 Ported and Polished Intake with Throttle Body Spacer Test Flow Data Lift/Diameter Ratio .05 .15 .25 Valve Lift (in.) .094 .282 .470 Test Flow (CFM) 54.6 132.5 160.5 9

Stock/w TB Spacer vs P&P w/TBS (in CFM) 180 Airflow Volume (CFM) 160 Volume of air in CFM (stock w/ tb spacer) 140 120 Volume of air flow in CFM (Port and Polished w/tb spacer) 100 80 60 Volume of air in CFM (stock) 40 20 Volume of air in CFM ( port and polished) 0 0 0.1 0.2 0.3 0.4 0.5 Lift Points (inches) There were virtually no CFM gains to be made with the throttle body spacer added to a stock set up. As for the port and polished side, the throttle body spacer actually hindered airflow just a little bit. For CFM this particular spacer is not a very good choice as it makes the throats of the throttle body smaller making it harder for air to get in. The last thing we wanted to test with the throttle body spacer was how it affected the swirl into the engine. Our hope with the spacer was that maybe the helixes sacrificed a little CFM to create a decent addition of swirl, and in turn creating more torque in the truck than it already does. Our findings for the throttle body spacer were very bleak. 10

The arrows point out the difference in throat diameters of the throttle body and the TBS. Stock Swirl Test Flow Data Lift/Diameter Ratio .05 .15 .25 Valve Lift (in.) .094 .282 .470 Swirl 17 700 1720 Stock w/TBS Swirl Test Flow Data Lift/Diameter Ratio .05 .15 .25 Valve Lift (in.) .094 .282 .470 Swirl 0 650 1730 11

Stock Swirl vs. W/TBS 2000 1800 1600 Swirl 1400 1200 1000 800 Stock Swirl 600 Stock Swirl w/TBS 400 200 0 0 0.1 0.2 0.3 0.4 0.5 Lift Points (inches) The spacer did almost absolutely nothing for swirl on our stock set up. That information in itself proved that these aren’t worth their money at all. But we wanted to see how porting and polishing affected swirl and what the TBS did to that set up. P&P Swirl Test Flow Data Lift/Diameter Ratio .05 .15 .25 Valve Lift (in.) .094 .282 .470 Swirl 360 930 2150 12

P&P w/TBS Swirl Test Flow Data Lift/Diameter Ratio .05 .15 .25 Valve Lift (in.) .094 .282 .470 Swirl 350 925 2130 P&P Swirl vs. W/TBS 2500 Swirl 2000 1500 P&P Swirl 1000 P&P w/TBS Swirl 500 0 0 0.1 0.2 0.3 0.4 0.5 Lift Points (inches) 13

Here’s a better look at how all four tests look together. P&P Swirl vs. W/TBS 2500 Swirl 2000 1500 P&P Swirl P&P w/TBS Swirl 1000 Stock Swirl Stock Swirl w/TBS 500 0 0 0.1 0.2 0.3 0.4 0.5 Lift Points (inches) The swirl was most affected by the porting and polishing than anything. It’s hard to see on the graph because the numbers are so close but the TBS did absolutely nothing except hinder it a tad for the ported and polished set up. 14

Summary The project has taught us how it truly feels to test a complete set up with a cylinder head, intake plenum, and throttle body on a Super Flow SF600-FC. Making the orifice plate is a difficult task in itself, at least in our case with the tools that we had available to us. A lot of people underestimate how difficult it is to build and test the heads and how careful one has to be when modifying such important components. Porting and polishing is a task that I think a lot of people underestimate the time and effort that goes into such a task as well. It took Cody and myself about 8 hours to do an exhaust port and an intake port as well as both ends of the intake plenum with both of us working. It definitely made the difference that we were looking for and it does not cost extra beside the tools needed to do the job, which can be bought at Harbor Freight. Nevertheless, to do this modification, the car that is having it done will be out of commission for a decent amount of time. There are a lot of different things to consider when doing modifications to the top end of an engine and flow testing it. Every time we flowed the set up on the bench we found something new that we had to pay attention to such as more areas to cover up with duct tape to force air where we need it to go and to prevent leakage. The first time we flowed we found out that our valves were bent which in turn caused our valve seats to be completely out of round which didn’t allow them to seat properly. This in turn made us have to cut the seats and buy new valves to even make our tests viable. The board that we made our orifice out of had to be 15

drilled out so that it could fit over the bench studs to keep it centered. Once we got past the obstacles of prepping the set up we wanted, it was fairly easy to get the numbers off of the flow bench. The modifications that we chose to test came from rumors online and word of mouth from others that were “more experienced” saying we could get more power and torque from the cylinder head that we decided to test. It was quite difficult to find any actual evidence from any real online sources proving that there is a significant difference in porting and polishing the cylinder head and intake runners. The throttle body spacer was the hardest one to link any real proof of their obnoxious claims. This project gave us a perfect reason to see if any of this was true. It turns out that porting a polishing a cylinder head and the intake runners ended up being worth the work. The airflow volume into the head was not significant but the swirl that it created was far more of a gain. Swirl is a great way to add torque to a sizable engine such as the 5.9L Magnum. However, the throttle body spacer that we chose to 16

test was a disappointment. The design is poor with the helix protruding into the throat of the intake, which inhibited airflow. The gaskets that came with it looked cheap and so did the spacer itself with pits and nicks on the helixes themselves,. Regardless of our first impressions, the tests showed that this particular throttle body spacer does not work for airflow or swirl, but is a great way to donate $90 to AutoZone. This project gave wonderful insight on what it takes to make air flow correctly through an engine. With our set up there were far more details that we could have assessed, but with the time restriction we had to choose a couple. Our work proved to us that this engine has great potential, and we are excited to see how it truly affects the way this vehicle performs. 17

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