Test Results: Donaldson Precleaner vs Safari RAM vs Toyota Head

[goingbush]

I've been swapping between Safari ram head and Toyota pre cleaner, Bum in seat has been telling me that the Toyota precleaner is better and lower EGT's than the Ram head, That goes against what I've read.

I keep the Donaldson in the car for dusty & remote roads, thinking that it is more restrictive because of the sucking noise it makes.

So I finally had some time to play with nanocom and CSV files on Excel for mac.

Standard Safari Ram head


Donaldson 7" Precleaner


Toyota PreCleaner


Car is a MY05 Td5 110, fully loaded with camping gear. Stage1 remap, 2.5" exhaust with 3" hotdog, Allisport Intercooler, Test temp was about 30 deg ambient,

Test scenario is hill is 1.3klm long rising 120m, thru the gears going up and holding foot flat to the floor in 5th till I get to the top.

What the nanocom dosent show is the EGT's , Measured at hottest point before crest of hill.
Donaldson was the coldest at 651 deg , Toyota 652 deg and Ram head 656 degrees. Very Surprising, since its obvious the Ram would have the highest air flow ????

You cant dispute the Results, They show on a Hill there is Bugger all between any of the intake heads. Only the Donaldson was a bit slower in 4th before I swapped into 5th ( but that could be on my part thinking it was time to change gears due the the loud sucking noise)

So the Safari gets packed away & I'll keep the Toyota head on, and keep the Donaldson for remote or dusty work.










Oh btw, the Toyota head is the same as they run on the v8 turbo diesel so obviously would flow enough for a Td5.
also the funny top on the Donaldson pre cleaner is an upsideown pie dish, Its where I stick my magnetic base satphone antenna to.

.

[Marty110]

thanks for that - I have the same 3 Safari snorkel heads for my Puma and without the detailed testing you have done my instincts had told me the same thing as you came up with - nice to see a more formal assessment. So I now leave my Toyota precleaner on all the time with my Donaldson in the back for convoy or really dusty conditions.

[Davehoos]

I saw some testing and a high pressure area at the lower windscreen.
they tested the long range patrol water deflector and it reduced black smoke on the hyway.

the problem is making a intake that is road legal.

[LowRanger]

Don

As I mentioned in an other thread,I have found that when I fitted my Sy-Klone head after removing the ram type head,that I never lost any performance with my Tdi and save a small fortune in replacement air filters.

[djam1]

Don I have a larger Donaldson head fitted to my car
With the Nanocom you can determine the amount of resistance by looking at the AAP readings.
My Donaldson doesn't have any negative effect on the resistance until I get over 120-130 Km/h.
As an observation I have found that you get inconsistencies with EGT readings between runs even without changes.

[JayBoRover]

Am I missing something? All the graphs show the RAM head results in reaching the top of the hill quicker. The "coast" happens earlier for the RAM head in every test result. The red RAM head line is also the first line to leap out of the starting blocks meaning better acceleration at the lower revs, supported by the turbo boost pressure spooling up quicker confirming lower air resistance on the intake. The higher EGT for the RAM is because the engine has worked harder in putting the better performance to the ground and reaching the top of the hill quickest. Am I misreading things?
What were you looking for? The RAM looks the best to me.

[goingbush]

Am I missing something? All the graphs show the RAM head results in reaching the top of the hill quicker. The "coast" happens earlier for the RAM head in every test result. The red RAM head line is also the first line to leap out of the starting blocks meaning better acceleration at the lower revs, supported by the turbo boost pressure spooling up quicker confirming lower air resistance on the intake. The higher EGT for the RAM is because the engine has worked harder in putting the better performance to the ground and reaching the top of the hill quickest. Am I misreading things?
What were you looking for? The RAM looks the best to me.

Good point , the difference in the tests to account for that is that I was pointed straight ahead at the bottom of the hill for the RAM test, as it was already on the car, the other two I was parked at 45 deg before taking off (from doing a u-turn at the bottom) .
really I should have painted some lines on the side of the road where to start & finish to be more exact.

The way the graphs 'hug' each other on the 5th gear uphill slog is the one I was looking at, with engine struggling under load

To help the graphs make sense and to help visualise below is the video clip from the Dashcam. on the RAM head run.

[ame="http://www.youtube.com/watch?v=V2wlWQFHCTE"]Snorkle Test - YouTube[/ame]

meybe a flat road comparison run at cruise speed may show a different conclusion, will do when I get a spare hour.

[OffTrack]

Does the Defender have the ambient pressure sensor in the air box? It would be interesting to have a look at those figures charted with boost or MAF airflow. On the d2 at least you can see the ambient pressure drop as the filter//inlet fails to keep up with demand from the engine.

cheers
Paul

[goingbush]

Good point,
There is a sensor on the air box, I thought it was the AirTemp sensor,
The naonocom is picking up Ambient Air Pressure from somewhere, must that same sensor ?? Its pretty much constant on 100kpa / 1 bar

I have a 3" inlet hose & airbox mod,

Here is the comparison MAF/Turbo/AAP from the run with the Ram head



and the Donaldson Head

[OffTrack]

Air Temp is taken from the IAT/MAP sensor on the intake manifold. You could actually calculate intake charge density from the output of those two sensors.

Ambient Air Pressure is on the air box.

The pressure fluctuation is only a couple of Kpa, so it won't look too significant at that scale.

This is what I get on the D2 (stock intake and filter):



C11 is absolute manifold pressure and C10 is ambient press so the trace c11-c10 is boost in kpa.

You can see the airbox pressure drops by up to 3 kpa when the engine is running under maximum boost. I think in this case it points to the filter as a restriction. Perhaps it's less of a limitation in the Defenders but differences between the heads might point out the limits of flow.

Even at the scale in your graphs you can see there is more disturbance in the ambient pressure trace with the Donaldson head, which suggests it is more restrictive at higher flows.

cheers
Paul