The volume of air in the "chamber" will only compress so much and then push back on the "transfer pipe" volume. As the engine causes pulsations in the intake tube, these pulsations will push against the volume of air in the "transfer pipe". These volumes determine the frequency at which you would want to reduce sound. The "chamber" will contain a set amount of volume of air, while the "transfer pipe" is also a set amount of volume of air. Basically an HR chamber acts as a spring. Now, we do have a difference in what I do, which is a pressurized system, versus the intake side of things being vacuum. I do not agree with the author of the article. I am an exhaust system designer and calculate Helmholtz resonator (HR) chambers almost daily. But once I read the eHow article, I feel I must mention some things. It seems it will be my last chance to get this look and the sound of a V8.:smileup:Īnyway, the Charger tube is something I planned to do with mine once I get an R/T. I have been peeking at the forums off and on for a while because I think I will be getting a 2014 R/T. While I have not been too happy with Dodge's quality, I still have my 2011 SE. This is my first post in almost two years.:4-dontknow: I think I will need to fix my sig as well. Thus, the resonator helps to make the engine paradoxically quieter and more powerful. Since these pressure waves are essentially sound, giving them a place to expend their energy before exiting the air filter box ends up dampening the intake noise and quieting the engine. This slowdown allows fresh air to flow toward the engine without fighting pressure reversion waves the entire way, thus aiding in cylinder filling. Adding an expansion chamber to the intake tube forces air coming back out of the engine to slow down to fill the cavity, thus expending a great deal of its energy and slowing the pressure wave reversion.The result is a "clog" or high pressure area in your intake tube that ultimately limits airflow through almost the entire rpm spectrum. Air bouncing back out of your engine and into the intake tube doesn't do it in a single pulse the way it would in a single intake runner the multiple pistons put out pressure waves at their own intervals, and some of those are going to try to bounce back in while others are going out. The resonator in your intake is technically known as a Helmholz resonator, an acoustic device used to control pressure wave harmonics.This is the "first harmonic." The pressure wave actually bounces back and forth two or three more times before the intake valve opens again. This pressure wave travels backward at the speed of sound until the intake runner opens up or it hits something, and then it bounces back toward the cylinder. When the valve closes, the moving column of air slams into it, then compresses and bounces back like a spring. Air flowing into your cylinder head's intake port doesn't move in a straight line while the valve is open, then politely stop in its tracks to await another valve opening.Remove it the rest of the way with a 15mm wrench using the inside nut which is really a stud. Loosen tube mounting bracket with 16mm socket on outer nut. It is attached via ball/cup press fit connection.Ħ. Pull tube straight up to remove from mounting bracket attached to the engine. Pull tube loose from airbox and throttlebody.ĥ. The connecter has a tab you must push in to remove it.Ĥ. Loosen claps on the airtube that attach it to the airbox and throttle body (requires straight slot screw driver or 8 mm socket.ģ. I took a pic of the engine cover bottom so this could be seen.Ģ. It is attached with four ball/cup style press fit connections. Remove engine cover by pulling it straight up. So, if this is your intention, here are some pics and tips:ġ. I don't have the answers for that, however, this mod does make room for oil catch can. There are many posts debating that the mod does not do anything over a stock air tube. For new Challenger owners, this is one of the easiest modes you can do.
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