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Discussion Starter #1 (Edited)
has anyone installed the Airaid?

The POWERAID® TBS concept was developed to enhance mid-range power, torque and fuel efficiency. The unique dyno-proven "Helix Bore" of the POWERAID® TBS causes a spinning action of the incoming air-charge as it passes through the throttle body. This extremely beneficial air-charge carries all the way into the combustion chamber, producing a super-atomized mixture, which produces tremendous gains in mid-range power and overall efficiency. This is the key element to the horsepower success behind each POWERAID® TBS.

Airaid





pls post your findings, thanks!
 

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tornado?

MacFly said:
has anyone installed the Airaid?

The POWERAID® TBS concept was developed to enhance mid-range power, torque and fuel efficiency. The unique dyno-proven "Helix Bore" of the POWERAID® TBS causes a spinning action of the incoming air-charge as it passes through the throttle body. This extremely beneficial air-charge carries all the way into the combustion chamber, producing a super-atomized mixture, which produces tremendous gains in mid-range power and overall efficiency. This is the key element to the horsepower success behind each POWERAID® TBS.

Airaid





pls post your findings, thanks!
If this is kinda like the Tornado concept it is a complete waste of money. I think it is similar to snake oil.
 

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I agree with the snake oil observation. Think about the science. On carbureted engines or those with throttle body injection, putting a spacer in place AFTER the fuel and air was mixed had the effect of increasing intake manifold length and would give you a few extra pounds of torque at the expense of a few horsepower. If you were looking for some more torque, this could make sense.

But, this spacer is being put on an engine with individual port fuel injection. The fuel does not get mixed with the air stream until the last nanosecond at the end of the path through the intake runners in both the manifold and the cylinder heads. And the injectors create such a controled spray pattern that it provides way better atomization of the oxygen fuel mixture than carburetors or throttle body injectors could ever do.

This spacer is way back upstream and lengthens the air stream back before it even enters the intake manifold. And it is trying to do whatever it does on air alone, air which then has to make its way through a screen in the intake manifold, through the runners in the manifold itself and through the runners in the cylinder heads, again, still just air alone, before it is finally combined with the fuel when the injector fires. Then a strong vacuum of the intake stroke forcefully sucks the air fuel mixture into the cylinder head before the compression stroke and ignition. Those forces operating from the time of injection until the moment of spark are many orders of magnitude greater than any minimal "swirl" effect occuring so far back upstream.

Nor could this have some cooling effect on the intake charge. While cooler air is denser and dense air produces more power, again, the length of time it takes for a stream of air to cross this spacer is nanoseconds. There is no way it would drop intake air temperature by even a measurable fraction of a single degree, and it would take a LOT more than that to affect air density and increase performance.

You get an annoying "whistle" effect and, IMHO, that's all.

If someone could explain where the engineering and science come together in a way that makes sense for this product to improve performance, I would really appreciate it. I simply can't see how it would benefit an individual port fuel injected engine.

If it was that easy, wouldn't Nissan (and every other manufacturer) just lengthen the intake passage going into the intake manifold by a half inch to an inch? I don't think their engineers can be so brilliant in the design of our engines in all other ways and overlook something so seemingly "simple." Maybe they overlooked it because it just doesn't work?
 
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