With an eye toward checking out some of the larger turbocharger options, and to see how they stack up against the RS4 K04 based turbo’s I have already tried, I’ve picked up a set of the TiAL 605 version 1 turbochargers along with the various install hoses and fittings.
TiAL 605 v1 Turbochargers
They’ll be in line behind the BorgWarner RS6 turbo’s that I have on the shelf, and a set of the current FrankenTurbo F21 design K04 hybrid that is being assembled at FrankenTurbo, so it may be some time before I get these TiAL 605’s installed.
For the second part of the test (part one is here) I reattached the accordion to the airbox so that cold air would be directed into the intake.
Cold Air Intake Setup
I made two drives, a morning and afternoon drive. The morning was the same route as I have taken before, the afternoon drive was shorter due to taking an alternate route that put me on a highway for a short distance rather than sitting in stop and go traffic.
The drives with the ‘cold’ air intake are shown in pink and bright green.
Turbocharger Air Intake Temperature Above Ambient
The results from these drives are inconclusive, which leads me to believe that the differences are negligible.
Efforts to build a ‘cold air intake’ or worrying about having a ‘hot air intake’ are probably wasted energy. With the warming that the turbochargers cause to the intake air, even when not in boost, and the cooling effects that the intercoolers offer, these producers of temperature change are much more significant to the temperature of the intake air than where the air is drawn in from.
Some will argue that ‘every little bit counts’, but in looking at the chart above I don’t see where the cold air setup provided any distinct advantage over the hot air setup.
