Quote:
Originally Posted by HORNDAWG  Also having to be considered is air temp, air density, and absolute pressure at the converging inlet of the bell mouth which is not wholly dictated by velocity alone. As the diameter and gradient of the inlet structure play large roles in the calculation of critical flow through the throat of the restristor by creating upstream pressure by nature of its shape. |
Right...but I don't think that will account for a 70% increase in the amount of air allowed through the restrictor to remove the pressure differential. If the engine has the capacity to 18900 lpm, then the air box needs to have 18900 lpm introduced to it...otherwise there is a vacuum in the air box. It doesn't seem possible to introduce 18900 lpm into the air box through the given restrictors and normal speeds. Sure there's a ton more variables that need to be taken into account to get an exact number, but generally if you're 70% off there's no way to massage the numbers to make it work.