Velossa Tech Design - BIG MOUTH development

[Evolvd]

Hello!

Price is on the web store now.

We will be gathering data very shortly.

http://www.velossatechdesign.com/product/2015-2016-s550-mustang-big-mouth-ram-air-kit/

Do you intend to test the pressure inside the filter box before and after the install of your product?

I assume that is the pressure you are referring to in your product page. Otherwise pressure and velocity are inversely proportional. You can't have both increase at the same time. This would violate Bernoulli's Principle.

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[VelossaTech]

Do you intend to test the pressure inside the filter box before and after the install of your product?

I assume that is the pressure you are referring to in your product page. Otherwise pressure and velocity are inversely proportional. You can't have both increase at the same time. This would violate Bernoulli's Principle.

hello

we will be testing those parameters.

You can lose both pressure and velocity through a duct if it is not designed correctly. Abrupt changes in direction cause total pressure reduction, the dynamic pressure component pressure of total pressure is lost with momentum loss (direction change).

The static pressure component of total pressure is lost with frictional losses, (gases moving at high speed through a duct with walls etc..).

If you lose velocity, what I refer to as velocity, is dynamic pressure loss. But I dont want to confuse people.



Here is a better way to explain.

The stock airbox suffers greatly from the dynamic pressure loss component. The component that requires the air to change direction too quickly, this causes an immediate loss of velocity as it slams into the back of the rubber part of the stock snorkel. This velocity component drops and static pressure builds up, just as bernoullis principle states. (Problem is it builds up in the wrong spot, you want to convert stagnation pressure into static pressure in the airbox where velocity is lower. That is what the BIG MOUTH allows the air to do.)

Ok back to where we were.
At some point while this abrupt change in direction is happening, the air must pick up speed again and enter the stock snorkel inlet (the weird shaped inlet), some of the dynamic pressure component was already lost, the engine has to perform more vacuum work to move the air after the abrupt direction change it had just experienced at the rubber shroud area. This is where the pressure loss is now realized, the engine needs to build the pressure manually to allow flow back through the stock snorkel. The system is a bunch of K losses in series, you can lose both velocity, pressure etc... in any one of the K values along the way, and by doing that you net loss in fluid energy, kinetic energy or pressure energy you can take your pick along the flow path.

 

[RoyalGuard]

What is the purpose of the additional blocks (step up) on the outer edge? Redirect flow? Also some of the edges inside are very squared off? Can you tell me more about them please

 

[VelossaTech]

What is the purpose of the additional blocks (step up) on the outer edge? Redirect flow? Can you tell me more about them please

Those are aspiration ports, if a car is making very large amounts of power and consumes more air than can be supplied by the triangular grill opening, the aspiration ports allow for airflow unrestricted. This would be useful for supercharged cars that are not moving very fast, until they pick up speed to get the ram effect, air needs to be allowed to enter as unrestricted as possible.

 

[stoli]

Ok back to where we were.
At some point while this abrupt change in direction is happening, the air must pick up speed again and enter the stock snorkel inlet (the weird shaped inlet), some of the dynamic pressure component was already lost, the engine has to perform more vacuum work to move the air after the abrupt direction change it had just experienced at the rubber shroud area. This is where the pressure loss is now realized, the engine needs to build the pressure manually to allow flow back through the stock snorkel. The system is a bunch of K losses in series, you can lose both velocity, pressure etc... in any one of the K values along the way, and by doing that you net loss in fluid energy, kinetic energy or pressure energy you can take your pick along the flow path.

Isn't any (minimal) gain in pressure on the front side lost after passing through and over the baffles, resonators, filter, elbows, et al? Basically you can make the top of a funnel as wide as you want, but the flow out the bottom isn't going to change in the end.

I think it's a cool little design and all, but I have to say I'm rather dubious of any real-world gains.

 

[VelossaTech]

Isn't any (minimal) gain in pressure on the front side lost after passing through and over the baffles, resonators, filter, elbows, et al? Basically you can make the top of a funnel as wide as you want, but the flow out the bottom isn't going to change in the end.

I think it's a cool little design and all, but I have to say I'm rather dubious of any real-world gains.

hi stoli,

The larger you make the inlet area, the more pressure you will be exerting on the fluid. Since pressure is force/area.

Although the throttle body, intake path and lots of other intake parts are all the same size, you can effectively 'force' air through them by increasing the AREA RATIO of the inlet. That is the foundation of a ram inlet, the area is much larger, and has a gradual converging section and then a gradual diverging section, net result is more airflow.

This is why there are rules on pro stock dragsters, their ram inlets have a diameter restriction, if not, people would be using massive inlets.

 

[Evolvd]

But I don't want to confuse people.

The stock airbox suffers greatly from the dynamic pressure loss component. The component that requires the air to change direction too quickly, this causes an immediate loss of velocity as it slams into the back of the rubber part of the stock snorkel. This velocity component drops and static pressure builds up, just as bernoullis principle states. (Problem is it builds up in the wrong spot, you want to convert stagnation pressure into static pressure in the airbox where velocity is lower. That is what the BIG MOUTH allows the air to do.)

LOL yeah I got it, but you confused me with the simplified statement on your sales page saying velocity and pressure would increase.

All is well in the world of physics.

 

[VelossaTech]

LOL yeah I got it, but you confused me with the simplified statement on your sales page saying velocity and pressure would increase.

All is well in the world of physics.

Gotta keep it simple or I would be writing a dissertation everytime someone asked how it works... :cheers:

 

[stoli]

hi stoli,

The larger you make the inlet area, the more pressure you will be exerting on the fluid. Since pressure is force/area.

Although the throttle body, intake path and lots of other intake parts are all the same size, you can effectively 'force' air through them by increasing the AREA RATIO of the inlet. That is the foundation of a ram inlet, the area is much larger, and has a gradual converging section and then a gradual diverging section, net result is more airflow.

This is why there are rules on pro stock dragsters, their ram inlets have a diameter restriction, if not, people would be using massive inlets.

Agreed when you have an intake going straight to the throttle body. It's been a couple decades since I've taken physics, but there comes a point where it doesn't matter how much force is exerted when the path can only flow x. You are opening the first 2" of the inlet area by a pretty marginal amount when compared to the distance and area that air has to cover from grill to throttle body.

I guess the real tell will be driving tests and monitoring the flow rates at the maf....

 

[VelossaTech]

Agreed when you have an intake going straight to the throttle body. It's been a couple decades since I've taken physics, but there comes a point where it doesn't matter how much force is exerted when the path can only flow x. You are opening the first 2" of the inlet area by a pretty marginal amount when compared to the distance and area that air has to cover from grill to throttle body.

I guess the real tell will be driving tests and monitoring the flow rates at the maf....

Well there is more too it than just area ratio.

The angle of convergence plays a big role on retaining as much pressure during changes in area. For instance, if you go from a big area to a small area with an abrupt step change, you lose a lot of pressure that way.

I designed it so the convergence is gradual, and optimal, even a small increase in frontal area makes a big difference on massflow with the correct design.

 

[sndofprogress]

Regardless of the affect of the inlet diameter, it can't be stated enough that this design will reduce the pressure losses due to the abrupt geometry from the stock inlet design. The stock inlet was designed for manufacturing efficiency, not aerodynamics. The losses from flow separation that occur from every obstacle the flow encounters really add up. Kudos to velossa tech.

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[VelossaTech]

Regardless of the affect of the inlet diameter, it can't be stated enough that this design will reduce the pressure losses due to the abrupt geometry from the stock inlet design. The stock inlet was designed for manufacturing efficiency, not aerodynamics. The losses from flow separation that occur from every obstacle the flow encounters really add up. Kudos to velossa tech.

Sent from my XT1254 using Tapatalk

This guys knows what he's talking about

 

[Screwdgie]

May have missed it, but how does this actually mount? Is it just pressed in and sandwiched in with the bumper cover?

I will probably be sticking with the stock intake and tune for a while and think this would compliment it nicely. The ST guys seem to love it, as I came from a big turbo ST but never got a chance to try it there.

 

[VelossaTech]

May have missed it, but how does this actually mount? Is it just pressed in and sandwiched in with the bumper cover?

I will probably be sticking with the stock intake and tune for a while and think this would compliment it nicely. The ST guys seem to love it, as I came from a big turbo ST but never got a chance to try it there.

It is captured by the front bumper and stock inlet receptacle. Thank you!

 

[Evilwill]

My question is how well would will your ram air kit work with this

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