Originally Posted by Franc Rauscher
We are not talking about "Ram Jets" we are talking about "ram air". I used the ram jet to show a practical application of air compression by movement of a properly configured pipe through the atmosphere.
The same principles of ram air compression apply to ram air systems on automotive applications.
We are not talking about venturi as I have already explained. So other than the speed issue, which is significant to a practical application, most of the technical info you posted is useful but unrelated to this discussion.
roadster with a stick
BTW we will soon be talking about the flow of air thru the CAI and the manifold. So, tell me what you know about the flow and properties of collodial gases throught a dynamic vacuum manifold vrs a dynamic pressure manifold. And please, don't give us crap about what the word vacuum means.
I thought we were talking about ram air, which is a forward facing tube expected to create pressure or force more air into the intake path. Ok, a dynamic manifold would rely on intake velocity to change dynamic pressure, just like a big nozzle (using the n-word again) but would not be efficient at every engine speed/ load. That's why we have 2 different size intake runners, because there is only a small window where the effect will apply... It is more a matter of the aiflow needs of the engine than a forced induction effect due to ram air. Tuned intake manifolds are not ram air lol. I don't really see why a collodial gas would behave differently than say air, when compressed the amount of mass in the mixture would not change the mixture would just be denser at the point of exit... Where is sonoronos when you need him
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PS- this is shaping up to be a decent thread with some interesting concepts.. I'm willing to learn and bounce ideas off one another.. hell I'll even admit I'm wrong if needed, but I feel like the topic here is ram air.. I'm trying to isolate the ram air system from the rest of the intake system.