Production delayed - high performance testing

Due to high production costs of the US manufacturer, that fabricated and supplied the initial prototypes used for testing purposes, the production process has been delayed and I am currently looking for alternative manufacturers.

Furthermore one of the prototypes will be modified shortly to fit a Holset HX60 turbocharger used in a Limited Pro Tractorpulling application, to obtain proper test data from a High Horsepower application.

I am in negotation/discussion with some Asian manufacturers, but severe time constraints, plus insufficient financial resources for increased investment, keep me away from quick follow up.

However, the results of the testing at high boost levels will be done first. New quotations from Asian manufacturers are in progress. After having completed this phase, will then evaluate the commercial viability of this project.

Maxflow-AW1

Maxflow-AW1 (patented)


The Maxflow-AW1 is a new device invented recently, which, when used in the intake of a turbocharger can help to get more air smoothly into the compressor.

The Maxflow-AW1 straightens air flow into a laminar flow and directs it straight into the compressor of the turbo, resulting in more power, cleaner burning and better mileage.

The Maxflow-AW1 shown in below picture is installed in the intake of a Holset model HT60 turbocharger used for testing purposes. This is a popular anti-clockwise turbo model for Cummins applications and also a widely used turbocharger for performance applications (tractorpulling).

The Maxflow-AW1 is constructed of stainless steel welded honeycomb material and will eventually be made to fit many applications for most turbocharged engines, gas or diesel.

To understand how the Maxflow-AW1 works and what it does we need to look at the compressor wheel inside the turbocharger and image what it is doing.

In below picture air coming from the vehicle filter would enter the compressor wheel fins from the top of the picture travelling down and being accelerated and compressed as the wheel rotates. This air generally travels into the fins of the compressor wheel at an angle in the same direction as the rotation of the wheel, but is also turbulent from passing through the air filter and associated piping before reaching the compressor wheel. As the wheel rotates to move the incoming air, the leading edge of the fins encounter the turbulent rotating air moving in the same direction the wheel is turning. This rotational motion of the incoming air limits the amount of air the fins can grab and the turbulence creates drag on the fins as they cut through the incoming air.

The Maxflow-AW1, when placed directly in front of the compressor wheel acts to change the incoming air into a smooth laminar flow and directs the flow directly into the fins allowing for more air to be introduced into the compressor wheel smoothly, while reducing drag caused by turbulence.

The results of using the Maxflow-AW1 can be demonstrated by the Dynometer chart further below.

The drawing above illustrates turbulent, rotating air entering the compressor wheel of the turbo charger.

The wheel is rotating the same direction as the arrows indicate so the blades of the wheel are trying to pull in and accelerate air which is travelling in the same direction as the wheel.

The picture above illustrates air straightened by the Maxflow-AW1 entering the compressor wheel. This allows more air to enter the blades of the compressor wheel in a smooth fashion greatly reducing drag and noise on the compressor wheel.

Air flow testing
Some air flow testing has been done to determine differences with and without a Maxflow-AW1 installed. The picture shows the Pilot tube arrangement set up in the intake hose. The device is placed well up stream of the turbo with the pressure tube in the centre of the 4" air duct. This is to measure the flow of air in the intake in the same location with and without the Maxflow-AW1 in place .

This photo shows the two Magnehelix units used to measure air flow in the 4" duct in feet per minute (fpm) and inches of water. For the tests the pilot tube arrangement in the photo above remains in the same location and measures air flow before entering the turbo or passing through the Maxflow-AW1. At relatively constant boost pressures and flow rates with the Maxflow-AW1 installed the air flow rates are approximately 200fpm higher than without the Maxflow-AW1 installed. This about a 4% increase in total air flow at the same boost pressure. This is why this will create highway cruise conditions where the boost pressure is lower under the same load. Also with lower boost pressure the exhaust back pressure is also proportionally lower allowing the engine and turbo to spool better and operate more efficiently.

A few interesting things about air flow on diesel trucks is that under heavy load at around 25psi boost the air flow exceeds 15,000fpm, which is about 170mph in the 4" duct. By the time the air reaches the compressor wheel in the turbo that speed is close to 360mph.

Repeated tests show an increase of 9% using a Maxflow-AW1 on a Dodge Cummins engine. The increased air flow provides up to a 45% reduction in visible smoke, quicker turbo spool up, increased pulling power for towing, lower exhaust gas temperatures and can increase fuel mileage. These results will vary depending on the modification level of the truck, driving habits, load and environmental factors.

The dark lines of the chart above are with the Maxflow-AW1 installed and the reddish lines are without the Maxflow installed. The test vehicle is a 2001 Ford F250, crew cab, long box 4x4, 7.3L Powerstroke, automatic transmission, 4" exhaust with Aeroturbine, aFe air intake and Banks Big Hoss level-5 chip. The area between the dark lines and the reddish colored lines represents the improvement using the Maxflow. Besides the dynometer results, the truck appears to run quieter, have quicker throttle response, less smoke and better mileage.