Turbo Air Guide (TAG) patented

Turbo Air GuideThe Turbo Air Guide (TAG) is a new device invented by Diesel Power Products, which when used in the intake of a turbo charger can help to get more air smoothly in to the compressor. The TAG straightens air flow into a laminar flow and directs it straight into the compressor of the turbo, resulting in more power, cleaner burning and better mileage. The TAG shown in the picture

We are in the process of designing a new website which will allow for online ordering. I am currently looking for new products to add to the site. If there is anything you would like to see either call or email your suggestions.Thanks,Bryan

above is installed in the intake of a Garrett turbo charger used on Ford Powerstrokes and is constructed of stainless steel welded honeycomb material and will eventually be made to fit many applications for most turbo charged engines, gas or diesel.

To understand how the TAG works and what it does we need to look at the compressor wheel inside the turbo charger and image what it is doing. In the picture air coming from the vehicle filter would enter the compressor wheel fins from the top of the picture traveling down and being accelerated and compressed as the wheel rotates. This air generally travels into the fins of the

compressor wheel at an angle in the same direction as the rotation of the wheel, but is also turbulent from passing through the air filter and associated piping before reaching the compressor wheel. As the wheel rotates to move the incoming air, the leading edge of the fins encounter the turbulent rotating air moving in the same direction the wheel is turning. This rotational motion of the incoming air limits the amount of air the fins can grab and the turbulence creates drag on the fins as they cut through the incoming air. The Turbo Air Guide when placed directly in front of the compressor wheel acts to change the incoming air into a smooth laminar flow and directs the flow directly into the fins allowing for more air to be introduced into the compressor wheel smoothly, while reducing drag caused by turbulence. The results of using the TAG can be demonstrated by the Dynometer chart below.

The drawing above illustrates turbulent, rotating air entering the compressor wheel of the turbo charger. The wheel is rotating the same direction as the arrows indicate so the blades of the wheel are trying to pull in and accelerate air which is traveling in the same direction as the wheel.

The picture above illustrates air straightened by the TAG entering the compressor wheel. This allowsmore air to enter the blades of the compressor wheel in a smooth fashion greatly reducing drag and noise on the compressor wheel.

Air flow testing

Some air flow testing has been done to determine differences with and without a Turbo Air Guide installed. The picture shows the Pitot tube arrangement set up in the intake hose. (For an explanation of this device click on this link http://www.dwyer-

inst.com/htdocs/airvelocity/AirVelocityIntroduction.cfm ) The sample device is placed well up stream of the turbo with the pressure tube in the center of the 4" air duct. This is to measure the flow of air in the intake in the same location with and without the TAG in place.

This photo shows the two Magnehelix units used to measure air flow in the 4" duct in feet per minute (fpm) and inches of water. For the tests the pitot tube arrangement in the photo above remains in the same location and measures air flow before entering the turbo or passing through the TAG. At relatively constant boost

pressures and flow rates with the TAG installed the air flow rates are approximately 200fpm higher than without the TAG installed. This about a 4% increase in total air flow at the same boost pressure. This is why many report that under highway cruise conditions the boost pressure is lower under the same load. Also with boost pressure lower the exhaust back pressure is also proportionally lower allowing the engine and turbo to operate

more efficiently.

A few interesting things about air flow on our diesel trucks is that under heavy load at around 25psi boost the air flow exceeds 15,000fpm, which is about 170mph in the 4" duct. By the time the air reaches the compressor wheel in the turbo that speed is close to 360mph.

This photo shows the pitot tube assembly installed on a 2004 Dodge Cummins to test air flow using the TAG-III. The truck is equipped with 4" exhaust with Aeroturbine, Scotty RA-III, Cool Hose, Banks turbine outlet pipe and Banks Six-Gun in power level-4. The same Magnehelix gauges were used as shown above for the test. The flow tests were conducted with and without the TAG-III installed.

This flow chart shows an increase of 9% using a TAG-III in a Dodge Cummins. The increased air flow provides up to a 45% reduction in visible smoke, quicker turbo spool up, increased pulling power for towing, lower exhaust gas temperatures and can increase fuel mileage. These results will vary depending on the modification level of the truck, driving habits, load and environmental factors.

The dark lines of the chart above are with the Turbo Air Guide installed and the reddish lines are without the TAG installed. The test vehicle is a 2001 Ford F250, crew cab, long box 4x4, 7.3L Powerstroke, automatic transmission, 4" exhaust with Aeroturbine, aFe air intake and Banks Big Hoss level-5 chip. The area between the dark lines and the reddish colored lines represents the improvement using the TAG. Besides the dynometer results, the truck seems to run quieter, have quicker throttle response, less smoke and better mileage.

Ford feed backWe have been getting good feed back from many now using the TAG in the Ford Powerstrokes. All with automatic transmissions we have heard from have reported a real seat of the pants improvement while those with manual transmissions have not reported feeling a power change or very slight power increase. Manual or automatic transmissions have significant boost pressure reduction while highway cruising with much faster turbo response and spool up. Max boost pressure for the most part seems to be unchanged. Exhaust gas temperatures remain about the same with or without the TAG installed. Most have reported less throttle position with modest mileage increases up to 2mpg. Also some have said they noticed the turbo noise to be much less using the TAG.

The TAG has been used on stock to highly modified trucks with big, chips, exhaust and air intakes with the same kinds of results. The stock trucks have gained a noticeable seat of the pants power increase just as the modified trucks. With a 60hp or higher chip or programmer installed it is a good idea to consider installing an after market compressor wheel with the TAG to avoid any possible turbo stall or surge issues. We have also found that the TAG and compressor wheel seem to work well with most any combination of chip or programmer, however some of the most impressive results have been with the Banks Big Hoss chips.

The Turbo Air Guide is available for the Ford Powerstroke with 7.3L $99.00 Ford 6.0L $99.00 Dodge Cummins with 5.9L 1994-2004.5 $99.00 High performance Compressor Wheel used on Ford Powerstrokes

99-2003 7.3L when purchased with the TAG. $75 More test data will be added to this page as it becomes available.

Turbo Air Guide (TAG) Dodge Cummins

We have gotten some results back from those using the Turbo Air Guide in Dodge Cummins applications. General effects have been a lowering of boost pressure by a few points under cruise and loaded conditions on the highway and smoother running. The most noticeable effect has been much quicker turbo spool up and a small increase in fuel mileage, 0.5-1mpg empty with increased performance unloaded. When towing more significant mileage increases are being observed of 1-4mpg. On trucks prior to 2003 the TAG does a great deal to reduce the turbo noise heard from the passenger seat and reduces visible smoke from the tail pipe. Seat of the pants performance increases

are very noticeable.

The TAG has been tried on one 2003 with very noticeable turbo spool up change and a 4psi boost pressure reduction cruizing on the highway. One interesting thing that was noted on the 2003 Cummins was when the truck came to a hill the boost pressure went up farther and faster than without the TAG and no EGT change was noted.

Emissions test:This emissions test was done on a new stock Dodge Cummins truck with 6-speed with high output engine. Test was done with a Wager, Model 6500, numbers are ppm.

Record #1165, stock truck, 9-10-03, 3:58PMTest1 11.7Test2 7.0Test3 7.7Average 8.8Spread 4.6

Record #1164, stock truck with TAG, 9-10-03, 3:47PMTest1 5.3Test2 5.0Test3 4.9Average 5.0Spread 0.4

This test shows a 45% reduction of emissions using the TAG. Which helps to explain the reports of less smoke while towing and increased mileage under loaded conditions.

02, 2500, QC, 4x4, 30,000 miles, 3.54, LWB, DTT Tranny. TST PM3, DD2 Injectors, KSB-1B Turbo w/ TAG, DSS, BHAF, 4" Exaust, Mag-Hytec-nose, butt & belly, Isspro EV Gauges,Rancho 9000x."I did two back to back dyno runs - 3 pulls each. First without TAG; 2nd with TAG.Results - From stop to 2500 rpm HP curve w/ TAG kicked in sooner and up to 10 hp more (on a 320 hp set up). This seems to verify reports, and my personal feeling, that turbo spools faster w/ a TAG. From 2500 to 2550 rpm the lines slowly converged. Above 2550 rpm - no gain or loss either way. Torque curve result was similar with convergence at 2600 rpm and no difference one way or the other above that.

I have also found, during a controlled back to back test on a 2 mile hill (4% grade) that with TAG, can hold a speed with slightly less boost than without (Tested at 60, 70 & 80 mph). Tested empty & at 8800 lbs. Boost difference was greater at gross wt! This tells me the engine operates more efficiently w/ the TAG than without even though there is no more HP. Would there be an even greater difference if towing heavy? I don't tow..so I can't test it. Anyone have a different interpretation of why less boost to hold set speed?" Rowland

Here is a quote from one of the 2003 testers. "My background is I am a retired Manufacturing Coordinator from Exxon Chemical and I have over 20 years experience with centrifugal compressors and other related process equipment. I am familiar with methods of how to make them last longer and run at their highest efficiency to maximize production. So the other day on my quest to find goodies for my new 03 H.O 6 speed, I ran across a fella in Pasco WA. on the internet that owns Diesel Power Products. Dave Meheen and I speak the same language when it comes to centrifugal compressor efficiency enhancment. I have been aquianted with vortex breakers that straighten the spinning air prior to entering the center intake of a centrifugal compressor. There is an enhanced effeciency benifit to performance and out put if this tecnology is applied correctly. Dave provided one of his Turbo Air Guide units at my request to see if it really does the same type of improvements for the Turbo charger which is, as we all know, is a centrifugal compressor. The difference on my stock truck was a REAL KICK IN THE PANTS! Man this was more than noticeable it was fun. The spool up was dramatically improved and the truck ran with the responce and kick of a high performance gasoline big block but pulled with bigggg torque in 5th and 6th. I went hot rodding, this was "fun", and I am wondering? If I really need a fueling box. Especially after I get the exhaust reworked and an Afe on this thing. REALLY! I can't beleive that the engineers of the major manufacturers haven't tryed this or did Dave just beat them to the punch.

Billy & Jackie Adams. " and here is the following thread from the Turbo Diesel Register http://www.turbodieselregister.com/forums/showthread.php?s=&threadid=78832

"The Tag unit seems to have boosted my mileage 1/2+ per gallon, smoother acceleration and turbo sound. I'm very happy with it." Rick

"Dave (car-nut) sent me a new TAG to try out, it works! I had tested the previous design and wasn't impressed but the new one sure does. I've only driven empty about 600 miles with it but my cruising boost @ 75 mph is down 2 psi and egts down about 75. Crossing the continental divide today at 75 mph my egts were 1000, they normally run about 1150 on that hill. Turbo whine is way down, if you're the kind of guy who likes to remove the silencer ring forget it. Mpgs were about the same. Seems to spool up faster also. True test will be towing 15k with it next week. Thanks Dave!" Bill

Dave, 8/2006

I stopped in Pasco and installed one of your inlet guides in my 1988 motor home with a 1st generation 5.9 Cummins. Your comment about the performance benefit in a loaded condition was right on the money! The coach and trailer with motorcycles GVW is about 30,000# so the 5.9 has its work cut out for it. I immediately noticed more torque and the ability to stay in a gear further up the hill. Smaller grades are no longer a challenge at all! Back here on the coast, I noticed the EGTs cannot reach max as they would easily get there before. This tells me the turbo is moving a lot more air, keeping the EGTs down under load.

Your product is a great deal and a smart investment for anyone wanting to realize hidden power in their engines. MPG went from 9.7 to 11.5 after installing your guide.

Thanks for the service, and I'll be ordering one for my Dodge pickup soon.

Jim ChamberlainHollister, CA

TAGs work on gas engines too!

The Turbo Air Guide has broad application for most any turbo or centrifugal super charger used on internal combustion engines today. This includes over the road diesel trucks, off-road heavy

equipment, stationary engines, marine engines and even the import street racers.

Though most of the testing of the TAG has been on turbo charged diesel engines, it works equally well on turbo or super charged gas engines. Even this little Honda on the dyno produced 316hp @ 10psi boost. With the TAG it produced 334 @ 10psi boost. The TAG is now offered in a 3" clamp inplace version for smaller turbo inlets. $99

Turbo Air Guide II (TAG-II)

Basically this idea is to use one TAG near the turbo and add another TAG some distance before it which is larger to create two air guides connected to each other using a velocity stack configuration. This should provide smooth directed air into the tapered stack so that it accelerates towards the TAG just in front to the turbo. The directed faster traveling air from the first TAG goes through the second one much easier and with a greater velocity therefor getting more air into the turbo.

Size of each air guide and the distance between them will play a key roll in how well this idea works. The drawing above shows how the two air guides may be situated in a velocity stack configuration with the face of the primary air guide (TAG1) which is closest to the turbo compressor wheel and the secondary air guide (TAG2) larger and some distance from the primary air guide. The ratio of the taper between the two air guides will also be a factor as if the taper is too steep it will interfere with the smooth acceleration of the air passing between the two air guides and create new turbulence which would counteract the effect of the secondary air guide. Also at the inlet to the secondary air guide a bell shaped edge as is currently used on standard velocity stacks would also be appropriate to help direct the maximum amount of air into the secondary air guide.

Decided to test of this new idea for the Turbo Air Guide on my 2001 Ford F250 pickup

with 7.3L turbo diesel engine. The configuration of this test is using the factory inlet hose of the turbo charger as the velocity stack. This hose is not ideal by any means as it bends as it tapers from large to small and the bends will take away from the effect somewhat.

This is a side view of the air intake hose of the turbo. For the small end I used a standard TAG which has a honeycomb diameter of 2.52" and for this paper I will call TAG1. The large end of the hose I used a TAG with a diameter of 3.65" which I will call TAG2 or secondary air guide. The distance between the TAG faces in the tube is about 6".

The picture to the left shows the location of secondary air guide TAG2 in the air inlet boot tot he turbo. TAG2 when installed in this location actually protrudes into the housing for the CCV and is secured by a molded ridge in the rubber boot.

This picture shows the installation of the turbo inlet boot and you can see the hard plastic CCV housing that connects the inlet boot to the air filter hose.

Initially driving the truck with this new configuration, I immediately notice changes similar to the single turbo air guide, such as very quick turbo spool up and less throttle position to accelerate and

maintain speed. Exhaust gas temperatures are slightly lower than before and they drop noticeably quicker when idling the truck for cool down. Boost pressures at cruise are about 1psi lower than when using a single TAG. Air temperatures from the sensor shown in the picture above do not even register under normal driving conditions as the gauge starts at 100F and the ambient air was about 38F. The air temperature does register under hard acceleration conditions from 0-70mph and here are my initial observations of that air temperature.

My test spot is about a 1/3 mile long hill with about an 8% grade. First test with no air guides at all standing start up the hill until reached 70mph. My truck is quipped with a 4-speed automatic transmission and by the time it was shifting into second gear the air temp was starting to raise above 100F and peaked at about 205F. Then the run was repeated with both air guides installed as indicated and the temperature did not raise above 100F until the truck was just about to shift into 4th with a peak temp of about 190F. This is a significant reduction of air temperature and relates well to increasing air density entering the engine. It will be easier to measure the air temperature differences once the weather warms up so that under normal driving conditions the air temperatures will register on the gauge. ____________________________

We are also in the process of testing a version for the Dodge Cummins applications and hope to make TAG-II available to fit most applications. For those that already have a TAG, it is our intention to use it with the added parts to make the TAG-II. Below is some information about the TAG-II in a Dodge Cummins application.

"Recently, Dave Meheen the owner of Diesel Power Products, sent me a new TAG-II to try out on my Dodge Ram 2500 CTD 4X4. Some info about my truck info is as follows:

5sp trans and 3.54 gears285/75/R16 BFG AT's2" Front Leveling KitTST-Reflashed ECM and 9-Level TST Powermax3 (non-comp version)DD2 InjectorsATS 3-Piece ManifoldFleetguard BHAFPiers Diesel Research HX40W16 Turbo with silencer ringDi-Pricol 60psi Boost and 1600°F Pryo4" Exhaust

Since August of 2003, I have been running a pre-production TAG unit in my PDR HX40. The benefits I have seen from the TAG unit are less turbo whine, quicker spool-up, less smoke, lower EGT's, and increased MPG's. Another notable effect I experienced is that lower boost pressures are needed for maintaining cruising speeds. I can still hit the same top boost numbers I was seeing before the TAG, but say for instance it took 10psi boost to cruise over a given hill before the TAG was installed, I can now climb the same hill at the same speeds with 8psi boost. That tells me that the turbo is running more efficiently. I recently took a 1300-mile trip to Arkansas to pick up 900lbs of tractor wheel weights and saw 19.2 mpg cruising at 75+ mph on winter fuel with winter fronts installed. Before the TAG, I would generally get slightly better than 17mpg on that same trip.

Recently I installed the TAG-II and experienced a very noticeable increase in turbo spool-up, especially in 4th and 5th gears. It makes the truck a lot more fun to drive. Turbo cool-down time is also reduced as well as smoke levels and EGT's. Turbo whine is virtually non-existent. I know that some people like it loud, but for me the quieter the better. So far, I have only driven "unloaded" miles with the TAG-II, but I will be towing 12K lbs in the very near future and will report on that as soon as possible.

Before the TAG-II, I would have said that I wouldn't drive without a TAG, and now that I have driven with the TAG-II, I wouldn't be without it."

-Kent Earnest

More information will be posted as it becomes available.

Dodge Cummins TAG-II

The TAG-II for the Dodge Cummins is a one piece stainless steel holder with mounting flange and the velocity stack taper CNC machined into the part with TAG honeycombs furnace brazed into both ends. Installation of the TAG-II is the same

as the TAG with the flange of the part seating into the intake hose groove and the TAG

projecting into the turbo inlet. $199

Turbo Air Guide III (TAG-III) 2003-2006 Dodge Cummins

Get the maximum benefit of the Turbo Air Guide technology with our new TAG-III for 2003-2005 Dodge Cummins. The TAG-III Provides the same sorts of benefits as the TAG-II does for the 94-2002 Dodge Cummins, but is designed specifically to fit the tight space of the 2003-2006 trucks. The TAG-III honeycomb is furnace brazed to a SS support ring then inserted into the TAG-III housing. The TAG-III housing incorporate a velocity stack to accelerate the guide smooth air flow to the compressor wheel in the turbo. This creates better air flow with even more benefit to performance and mileage than the single TAG alone.

In recent tests in a 2004 Dodge the TAG-III compared to the TAG, lowered boost pressures an additional 2psi and lowered EGTs 25F while cruising on the same stretch of freeway at the same speed and weather conditions. It also has noticeable seat of the pants gains for turbo spool up and driving performance. The engine and turbo performance gains provided by the TAG-III are smooth and across the entire rpm range. More testing and dyno results are planned and will be posted here as it becomes available.

The TAG-III is also designed to be a direct fit for use with smooth bore intake hoses and many of the after market turbos in high performance and towing

applications. The TAG-III is available for $159.00

This picture of the TAG-III is looking from the turbo side so you can see the tapered portion of the part that accelerates the air just as it enters the turbo. You can also see the flange support ring around the outside of the part that allows for it to be installed in the factory intake hose or after market smooth bore hoses. The relief near the support flange also allows for direct installation into after market and performance turbo charges.

NEW TAG for turbos with 5.5" hose inlet such as Holset HT-60. This TAG is very similar to the configuration of the TAG-III used for the smaller Holset turbos on the Cummins powered Dodge pickups. The 0T315 TAG is now available and in production. As test results become available we will post them on this

webpage. 0T315 $289.

A test TAG was installed in this truck equipped with a 14 liter Detroit engine and Garrett turbo. The proto-type TAG used in this truck is very similar to that shown above for the HT60, but larger to fit the Garrett turbo. Here is some of what the driver had to say.

"The turbo air guide we installed in my Detroit diesel 60 series 550hp, 18 wheeler has made this engine even more pleasant to drive!! Immediately I noticed the 3-4 lbs. of added turbo boost and was really present in the lower rpm range 14-1600 rpms. It seems that electronic diesel engines tend to drop turbo boost @the lower rpm ranges which tells the boost control in the intake manifold to reduce the fuel rate. By keeping the turbo pressure up @ the lower rpm's it then keeps the engine pulling @ full power longer and helps get those big loads over the hills without shifting that next gear! Also I have noticed a slight drop in pyrometer temp. Also an added bonus when using the Jake brake to descend those long grades the 60 series Detroit maintains an additional 2-3lbs of boost which would indicate more retarding power!!! As previously stated loving every minute of the drive with the air guide!!

Mike"

This is only the first cross country run using the TAG and we hope to have more feed back from Mike and information about the TAGs results on the bigger diesel engines soon.

Turbo Air Guide to fit large turbos using a 6" connection hose. This new TAG features the same velocity stack funnel used on the small TAG-III, but the funnel is long and made to fit the 6" inlet connection of large turbos such as the

CAT. 0T320 $309.

TAG, TAG-II & TAG-III Installation instructions PDF files 94-2002 Dodge TAG InstallInstallation instructions: Turbo Air Guide for 1994-2002 Dodge Cummins with stock turbo

2003-2005 Dodge TAG installInstallation instructions: Turbo Air Guide for 2003-2005 Dodge Cummins with stock turbo

TAG-III, 94-2005 Dodge CumminsInstallation instructions: Turbo Air Guide (TAG-III) for 2003-2005 Dodge Cummins with stock turbo and 1994-2005 Dodge Cummins with stock or aftermarket turbos

94-2003 Ford 7.3L TAG installInstallation instructions: Turbo Air Guide for 1994-2003 Ford Powerstroke with stock turbo

1994-1997 Ford TAG-II, 7.3LInstallation instructions: Turbo Air Guide (TAG-II) for 1994-1997 Ford Powerstroke with stock turbo

99-2003 Ford 7.3L TAG-IIInstallation instructions: Turbo Air Guide (TAG-II) for 1999-2003 Ford Powerstroke with stock turbo

2003-2005 Ford 6.0L TAG installInstallation instructions: Turbo Air Guide for 2003-2005 Ford 6.0L with stock turbo

TAG Dealers

Click on the image for a list of our dealers.

TAG, Garrett Ball Bearing Turbo 99--02 Ford

Above left is a picture of the stock Garrett housing used on the GTP38 ball bearing turbo. On the right the housing has been machined for installation of a metal deflector and snap ring.

Above left picture shows deflector installed. On the right TAG honeycomb is press fit into turbo housing.

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