Alternative Air filters for Volve Penta & others

superheat6k

superheat6k

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Having been stunned by the price of a New VP Air filter for my TAMD60C I did some googling and found the K&N air filters site ...

http://www.knfilters.com/filter_facts.htm#STOCK

This includes a detailed guide on how to size an air filter, based on engine capacity and max RPM.

Once this is known you then select a suitable filter to fit your inlet stub - in my case the inlet stub to the Turbo charger where the existing filter is mounted via a reducing rubber gaiter, is 70mm.

My min surface area K&N filter is 45sq inches, however I simply selected the largest 70mm inlet stub ID filter K&N offer which has a surface area of 137 sq in. Part number RU-2940.

£38 delivered from OPIE Oils, rather than £118 from VP suppliers, AND (the best bit) you simply wash out the K&N in spirit, re-oil and use again (& again ...).

http://www.opieoils.co.uk/frmcontact.aspx
 
K&N Filters are good, I used them many years ago on my old rally car.

I wonder though what effect a change in resistance across a filter might have on the engine? It changes anyway I know as it becomes challenged. Could it alter the mix/performance?

For instance, if the resistance across a larger K&N filter is lower than that of a clean OEM filter, could it lead to drawing-in too much air? I understand diesels, but I do not have sufficient knowledge to give a qualified opinion on this, but I am interested, does anyone else know?

I probably would have measured the suction pressure after a clean OEM filter first, then compared it to a similar measurement taken when using the K&N.

It would be good to see how the K&N's perform on this engine!
 
The issue with Air filters is too little air getting through, especially as they gradually auumulate dirt and block up. Ideally any engine would prefer to operate with no restrictions to the inlet airflow. Hence my decision to go for a minimum rating x 2.5.

The very purpose of the Turbo is to ram as much air in as possible. So the more the air charge getting through the better.

So I am not concerned at all about the lack of resistance when new, or form increased working surface, although physically the one I have selected is very similar to the original Baldwin.

Please note I am a Qualified Marine Diesel Engineer, so have some substance to make such comments upon.

When I have run these for a season I will place a further note on the forum.
 
Not knowing your engines, but if they have mass air flow meters i would be careful when you reoil the filters as ive read several times now of the excess oil buggering the hot wire up in the maf.


Lynall
 
Fortunately my engines are the last of the good old fashioned individually injected tractor style diesels without fancy stuff like common rail, computer control and mass airflow sensors.

K&N site does give precise instructions for element oiling, and give a precise qty of oil to apply for pre-lube.
 
I can't fault your choice of K&N air filters, as my past experience with them on tuned Mini engines has also been positive.

However I chose a slightly different (read lower cost) route when confronted with the high cost of replacement OE VP air filters. When I looked at the VP air filter fitted and saw it was orange, I thought the only people I know who make orange filters are Fram.

Off to the motor factors I went, and lo and behold they sourced an identical filter from an FX4 taxi for £5 each - compared to £30 each from the swindlery for a VP one.

Happy bunny!:):)
 
superheat6k said:
The issue with Air filters is too little air getting through, especially as they gradually auumulate dirt and block up. Ideally any engine would prefer to operate with no restrictions to the inlet airflow. Hence my decision to go for a minimum rating x 2.5.

The very purpose of the Turbo is to ram as much air in as possible. So the more the air charge getting through the better.

So I am not concerned at all about the lack of resistance when new, or form increased working surface, although physically the one I have selected is very similar to the original Baldwin.

Please note I am a Qualified Marine Diesel Engineer, so have some substance to make such comments upon.

When I have run these for a season I will place a further note on the forum.
Click to expand...

That's interesting, as you are experienced in this field:- if your ramming as much air as you like and it is not met by an equal fuel input through your injectors, could this lead to cobustion problems/inefficiencies?

I recall when I use to fine tune my rally car engines (albeit petrol) that if it was a forest event and I used K&N's I had to slightly re-tune my 48DCOE carbs, having removed the trumpets. In your experience, are you saying this effect is neglible and can be ignored? If so, I wouldn't mind fitting K&N's to my TAMD63P's.....
 
Diesel fuelling is so utterly different from a petrol engine. You will notice that your TAMD63P's have no throttle body, and the air inlet path is un impeded by any metering device, it's effectively just a pipe (ok, turbo, charge coolers etc but no throttling or metering).


A petrol engine wants to run as close to the ideal stoichiometric ratio as possible, a diesel doesn't work in the same way, so the amount of diesel injected is the limiting reagent and lots of the available air is wasted at most power settings.


A diesel wants as much air as it can get, the diesel injection pump does all the clever stuff.
 
Along the same theme as K&N

The previous American owner of our boat fitted these:
http://www.walkerairsep.com/product_marine.asp.
No idea how much they'd cost in the UK, but seem to give no problems for us!
Again fitted to old fashioned mechanical fuel pump, non-common rail Volvo's.

EDIT:
Just seen Latestarters post about the Airsep being K&N inards...didn't know this but they do look very similar to the K&N's on my old Kawasaki Z900 (apart from the bikes being a fair bit smaller :-)).
 
Last edited:
Thepipdoc said:
I'd be interested to see the part number for the filters for the 63p's.
I don't need filters just yet but will in the new year and any money saving tips are a blessing.
Click to expand...

superheat6k has already given the answer: he calculated the min surface area K&N filter required at 45sq inches, however he then selected the largest 70mm inlet stub ID filter K&N on offer, which has a surface area of 137 sq in. Part number RU-2940.

I checked the swept volume and input this and the RPM data giving 334CID x 2800RPM / 20839 = 44.88sq inches, spot on - having read the expert opinions why not go for the largest as he suggested.
 
Note when I first ordered the K&Ns I based this on the outlet stub from the original Baldwin, but then noted VP fit a rubber reducer, so the new K&N rubber stub would not have married well to the rubber reducer, and the whole thing would be quite floppy.

So I then corrected this order to the RU-2940 with a 70 mm inlet stub connection - which is the precise diameter of the turbo inlet stub to my TAMD60C. As the filter is physically smaller it will easily mount diretc to the turbo inlet, but do check on your engine that you have no other obstructions close to the turbo inlet stub.

I haven't yet received the K&Ns, but do not expect I will need to use the original support strap, and the filter overall is a lot smaller than the large cannister that was the Baldwin PA3483. If it looks like further support is needed I will make a simple bracket and use some self tappers into the end of the K&N.

Looking at the formula I am not sure where K&N derive the dividing factor of 20,839, but trust they know their onions on this. If you substitute Sq In & Cu In for CM & CC the formula should still work equally well to provide a metric answer, but I haven't checked this myself, I simply used the imperial measurements from the specfication manual.
 
Hi superheat6k ,

I too have Tamd60c engines & would be interested in fitting these are filters .
Any chance you could post a picture of the new filters fitted when you get a chance ?
 
I have been advised I should have the first of these shortly. I will take a before and after, and also the stub onto the Turbo charger inlet with neither fitted.

On my Turbo 36 the space above the filter is limited but I will get as much detail as I can.

From the measurements I have taken the K&Ns will easily fit. OPIE are getting the second of mine from the US, and I won't see this until Mid October. You may want to contact them and have yours on the same consignment - I have just paid £37.16 each inc delivery & vat. Their details appear earlier this thread - a very very helpful firm.
 
We have used K & N's on our twin AD41 for the past four years as recommended by Col of this parish, very pleased and no cost after purchase - i went mad and brought two service kits when i go them - Oil and cleaner. Sad but it just makes me smile to clean and oil them being based in a Volvo yard, its so nice not to be giving them money for a change!!
 
I fitted K & N 's to my kad 32's and saw 50-75 more rpm at wot running in both directions on both engines, then changed back to original volvos just to double check and saw corresponding drop. Have run k & n for 2 seasons now no problems
 
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