Isn't the difference in HP under 5? Isnt that also at its highest performance?

ie.. highest volume of exhaust being forced through the trap = highest resistance?

How much can this really effect typical driving conditions?

If I said my K&N would add 5HP.. most would gaff

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Thats because it adds 0hp.

A restriction is a restriction. The TrapOx is not much different than replacing your stock 2.5" exhaust with a 2" exhaust. You won't notice the power difference cruising because you're only making enough power to maintain speed. Your fuel economy will show the engine working harder through increased consumption.

back to your 'bag' explanation. If that hole in the end of the bag has 'x' diameter, and you blow just enough air through that bag so that it does not inflate, is it creating resistance (besides the turbulence)?


what if you begin to inflate that bag and it reaches full expansion and you continue to add air?

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But the trapox is not an open device like the EGR, its a filter and all filters have a pressure drop across the filtering media. The fact that its first generation 1980's design and materials technology makes it that much more inefficient.

Cummins allows for 2psi post-turbo backpressure when equipped with a particulate filter on 08+ models.

Thats very good info., I do agree.

Back to that air filter idea. Why is it that you would prefer a cali airbox, and why did you install, at one point, a double barrel filter system?

to reduce resistance by increasing area. I agree, the resistance from a filter is always there. It works the same as wind resistance though. As you increase speed (exhaust volume) the resistance is exponential - the air must pass over and around each little fiber in that element.

considering that, it is reasonable to imagine that in the lower rpm range the resistance in the exhaust much be greatly reduced. And if THE MAX restriction on the engine is 5HP... it can't be too serious.

from Trickapedia:
Assuming a more-or-less constant drag coefficient, drag will vary as the square of velocity. Thus, the resultant power needed to overcome this drag will vary as the cube of velocity. The standard equation for drag is one half the coefficient of drag multiplied by the fluid mass density, the cross sectional area of the specified item, and the square of the velocity.

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With all this nonsense talk I just remembered I still have the original turbo and air filter assembly sitting in the garage. Anyone want to buy it? It still has the CA air filter element in the housing.

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'85 300SD (formerly california emissions)
'08 Chevy Tahoe
'93 Ducati 900 SS
'79 Kawasaki KZ 650
'86 Kawasaki KX 250
'88 Kawasaki KDX200
'71 Hodaka Ace 100
'72 Triumph T100R

Nonsense? Aren't you the member who did that wonderful write-up on federalizing a cali engine, but came up with this result?:

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I like the Kali filter because its a decent sized filter, its a true cold air intake, its an efficient use of available space, it wil work with my custom intake manifold, it will work with my custom turbo and its the only factory MB alternative to the stock filter system.

The double filter setup was to get the largest air filter surface area possible with my intercooler tubes obstructing the area. Using two smaller filters because one large filter would not fit.



With the intercooler gone, the area was freed to accept a single large filter.



If it was for a W123 I'd be jumping on that offer.