Tornado fuel saver
Veteran
Joined: Jun 2005
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RE: Tornado fuel saver
Let's use a little bit of logic on this thing. The correct ammount of air into the engine =good, engineers designed the intake system to deliver at least that. Anything placed in the path of flowing air will restrict that flow, restriction =bad. This tornado thing is just that, something placed in the path of air flowing into the engine. Tornado thingy =Bad.
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From: VIrginia Beach Virginia
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Record Breaker
Joined: Feb 2005
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RE: Tornado fuel saver
Popular Mechanics tested all of the gas saver wizardry including this product and found all decreased or had no impact on fuel economy. The biggest factor was the driver. Next was vehicle tire pressure and condition.
The best and cheapest mod is to place an egg under the accelerator and leave it there. You don't want to break it so you wont mash the throttle down. LOL
The best and cheapest mod is to place an egg under the accelerator and leave it there. You don't want to break it so you wont mash the throttle down. LOL
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Joined: Aug 2005
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RE: Tornado fuel saver
The Turbonator and Tornado devices do 'work' in the sense that they partially
block the
airflow and results in less engine horsepower
{and therefore less fuel consumption}
during vehicle accelerations.
For this con to work to the 'optimum' extent, the Tornado must be restrictive,
but not so terribly restrictive and blatantly bad that the customer has to
acknowledge that it is hurting acceleration.
But the key to the tornado device is that most customers do not do a
thorough,
careful, and
scientific evaluation of the device's effect on mpg.
Remember that there is a natural 50/50 chance that the mpg you get on one tank
of gasoline will be better or worse than the previous one.
Without a 'good' evaluation on their vehicles, 50% of the customers will find
that their next
tank of gasoline gives them better mpg, and 50% will find worse mpg.
The profits on the Tornado device are such that even if half the customers
returned it, Tornado's makers would still turn a hefty profit.
This effect is made even greater when you realise that most Tornado customers
will drive somewhat more carefully and conservatively while testing the
Tornado during that next tank of gasoline after installation, than they did on
the tank before. Any 'normal' aggressiveness and jackrabbit-like starts from
stoplights will be restrained because they don't want to 'ruin' their test of
their new 'modification.'
But for Psychological reasons, even half of the 'gypted' customers who measure
less mpg will not return it, and part of that half will even 'brag' about the
tornado any friends who knew in advance they were purchasing it - otherwise
those customers would 'lose face' by admitting to their friends that they were
conned out of money.
Can 'swirl' improve mpg?
Yes, Honda and Ford are both using 'turbulence' valves near the end of the
individual runners of the intake manifolds just before the valves.
These butterfly-like valves partially close at low rpms and part throttle
conditions to swirl the slow moving air/fuel mixture and get better
atomization.
This is only needed at low rpms and airflows - at higher flows natural swirl
can be achieved by curves in the runners and at the valve seat.
4 valve cylinder heads do much the same thing by only opening 1 intake valve
and leaving the other valve closed at low flows/rpm/part throttle. The Toyota
Tundra 4.7V8 does this.
The 1992-2001 Magnum 3.9/5.2 and 5.9 'beer barrel' intake manifold runners are
slightly twisted along their lengths to promote swirl, as is the 'heart
shaped' combustion chamber. In addition, the 0.100 step (miss-match) between
the BeerBarrel intake manifold and Magnum cylinder head port is there to
re-entrain fuel droplets back into the air flow, and to block 'reversion' of
exhaust gases.
If you want to read more about real swirl,
study these articles:
http://www.theoldone.com/articles/The_Soft_Head_1999/
http://www.edelbrock.com/automotive/...r99/index.html
http://victorylibrary.com/mopar/intake-tech-c.htm
http://web1.mitsubishi-motors.co.jp/...GDI/page1.html
Want to add more low flow turbulence to your existing Magnum engine and
improve low flow mixing of air and fuel?
There is an aftermarket intake manifold to cylinder head gasket available
{check the Summit or Jegs catalogs}
that has a wire screen across the runner openings. This actually has a much
better chance of working than the Tornado because it is downstream of the fuel
injector spray.
You could also make your own by adding screen mesh between two stock gaskets.
Low speed fuel droplet atomization might be improved at the risk of losing
10-30% of available hp at higher rpms.
block the
airflow and results in less engine horsepower
{and therefore less fuel consumption}
during vehicle accelerations.
For this con to work to the 'optimum' extent, the Tornado must be restrictive,
but not so terribly restrictive and blatantly bad that the customer has to
acknowledge that it is hurting acceleration.
But the key to the tornado device is that most customers do not do a
thorough,
careful, and
scientific evaluation of the device's effect on mpg.
Remember that there is a natural 50/50 chance that the mpg you get on one tank
of gasoline will be better or worse than the previous one.
Without a 'good' evaluation on their vehicles, 50% of the customers will find
that their next
tank of gasoline gives them better mpg, and 50% will find worse mpg.
The profits on the Tornado device are such that even if half the customers
returned it, Tornado's makers would still turn a hefty profit.
This effect is made even greater when you realise that most Tornado customers
will drive somewhat more carefully and conservatively while testing the
Tornado during that next tank of gasoline after installation, than they did on
the tank before. Any 'normal' aggressiveness and jackrabbit-like starts from
stoplights will be restrained because they don't want to 'ruin' their test of
their new 'modification.'
But for Psychological reasons, even half of the 'gypted' customers who measure
less mpg will not return it, and part of that half will even 'brag' about the
tornado any friends who knew in advance they were purchasing it - otherwise
those customers would 'lose face' by admitting to their friends that they were
conned out of money.
Can 'swirl' improve mpg?
Yes, Honda and Ford are both using 'turbulence' valves near the end of the
individual runners of the intake manifolds just before the valves.
These butterfly-like valves partially close at low rpms and part throttle
conditions to swirl the slow moving air/fuel mixture and get better
atomization.
This is only needed at low rpms and airflows - at higher flows natural swirl
can be achieved by curves in the runners and at the valve seat.
4 valve cylinder heads do much the same thing by only opening 1 intake valve
and leaving the other valve closed at low flows/rpm/part throttle. The Toyota
Tundra 4.7V8 does this.
The 1992-2001 Magnum 3.9/5.2 and 5.9 'beer barrel' intake manifold runners are
slightly twisted along their lengths to promote swirl, as is the 'heart
shaped' combustion chamber. In addition, the 0.100 step (miss-match) between
the BeerBarrel intake manifold and Magnum cylinder head port is there to
re-entrain fuel droplets back into the air flow, and to block 'reversion' of
exhaust gases.
If you want to read more about real swirl,
study these articles:
http://www.theoldone.com/articles/The_Soft_Head_1999/
http://www.edelbrock.com/automotive/...r99/index.html
http://victorylibrary.com/mopar/intake-tech-c.htm
http://web1.mitsubishi-motors.co.jp/...GDI/page1.html
Want to add more low flow turbulence to your existing Magnum engine and
improve low flow mixing of air and fuel?
There is an aftermarket intake manifold to cylinder head gasket available
{check the Summit or Jegs catalogs}
that has a wire screen across the runner openings. This actually has a much
better chance of working than the Tornado because it is downstream of the fuel
injector spray.
You could also make your own by adding screen mesh between two stock gaskets.
Low speed fuel droplet atomization might be improved at the risk of losing
10-30% of available hp at higher rpms.
