Scotty Air II
COOoooOooOOOOoL AIR
for your 2nd Generation Dodge Ram Cummins Turbo Diesel!

The Evolution

Many have asked for a description and pictures of the Scotty Air II on the Diesel Truck Resource site. Here is the scoop!
Back in early 1998 I had some issues with my 24 Valve truck that eventually put me in touch with some folks at Cummins in Indiana. During our conversations I was told that the air intake that Dodge put in our trucks is barely adequate and it is the weak link in the chain for optimum performance on these trucks.

With that piece of information in the back of my head I sought out to try and get more air into the engine. First of all I started by cutting holes in the factory air box. Then I went to a drop in replacement K&N air filter which I later found to have an inferior fit to the factory box. I studied the factory air box carefully and noticed that the box was leaking with a factory replacement filter too. The air box had imperfections in it that looked like there was enough warping to allow unfiltered air into the engine! I know some folks had a good seal but I still felt that the factory air box was not enough for our trucks even in stock form. I also noticed that the air coming in had to get in behind the grill. Then it had to travel down the inside of the right fender and make a hard 90* turn into the air box, then through a square box and filter into yet another nasty curve into the engine at the turbo. So I went to the auto parts store and found a K&N cone filter RE: 0860, got an adapter and clamped it into place on the end of the turbo inlet hose. I had more air flow and I noticed faster cool down and faster spool up!

A friend of mine [Evan Beck] found a better fitting filter, the K&N RE: 0880. This filter rested nicely in the corner where the right fender and hood meet.
I still felt that there was room for more improvement. I now had a tight seal and nearly double the filtration surface and I had oil analysis’ that showed that it was filtering better then the factory leaky air box.

One day while the truck was idling, I was standing beside the passenger side and I heard a loud hiss. I had the air conditioning on and the noise was air being drawn into the cowl. I opened the hood and saw that the cowl was very cavernous and after having been around the older muscle cars with reverse cowl induction, I knew that there was going to be a positive air flow at the cowl.

I then measured the area in the corner and determined that a 4.5 inch hole could be put there to take advantage of the flow of air in the cowl. Next step was to funnel air to that filter. After several different attempts to shape air to the filter, I came up with the idea of enclosing the filter for more then one reason. The biggest reason was so that it got CooOOoOOoOoOoL Air only and no engine bay heat. The other reason was to get the most out of the application.
At this point I had no idea what the outcome would be other then more, CoooooOoooler Air. I put a double walled stove pipe around the filter and then made a plenum to the hole in the cowl.

I was going to a diesel show in Long Beach California and felt that this would be a great test for the Scotty I prototype. While driving through the Grapevine with Evan Beck in his truck and myself in my truck, we communicated on our CB radios and found that my truck was running cooler on all grades and at WOT.

My truck had RV injectors and was a 3500 4x4. Evan’s truck was a 4x2 regular cab. My idea was quickly becoming a viable product that gave some substantial exhaust gas temperature reductions! We saw a 125F to 150F difference.

The manufacturing woes.

Once I got back to Canada, I decided to look into what the best way to produce this would be. I looked at a metal unit and then dropped that simply because I felt that would negate the heat reduction characteristics. Then I looked into injection molding and found it to be beyond my means in the area of start-up costs. I called a few plastics shops and got some very different stories and pricing. I regret my first choice of manufacturer as they made changes to the system for more ease of manufacturing. Which was not good for the function and fit of the unit. This learning curve was a very costly and detrimental problem.

Failure rates where in excess of 56% of all product. Several months went by until I found what I thought was a competent and legitimate manufacturer. The demand for the Scotty I was high and the production was slow and tedious. The second shop had great intentions, the issues there where production dates and again quality.
I finally pulled the pin and just about canned the Scotty I after losing thousands of dollars and most of my hair dealing with this stuff. Something in the back of my mind said; “Do not give up.”

The Next Step

Kurt Yardley told me that he put a second inlet to the fender on his Scotty I and told me some interesting numbers. I immediately set out to add the second inlet…which again took months to achieve and made me think that the entire plastics industry is like that and was going to cancel it again.
Then, along came Rod at Wildcat Diesel Performance who was aware of my issue and offered to get involved. He already had a Scotty I and told me how he felt about the product. I agreed and told him the frustrations I had with it too.
We decided that in order to present a good product with great performance, we better find someone else to build it. We saw a plastics company closer to both of us and every single issue I had was pointed out as manufacturing problems. Finally! What a relief to be able to see that we were all on the same page. Now the Scotty Air II is a product that not only does as it is claimed to do…it looks great too!

Results

The Scotty Air II with twin inlets is proving to be a very affordable way to reduce EGT’s. For a fraction of the price of a four inch exhaust, a person can see double even triple the heat reduction! Keep in mind that this system works best with trucks that are modified and/or pulling a load. If you are in stock form and not pulling a heavy load, have a look at other options. Currently I am seeing 300F on average reduction from the stock air box and 200F reductions compared to the filter simply laying in the engine bay. Because my truck has power outside the efficiency range of the BHAF I only saw a 50F reduction in Exhaust Gas Temepratures. The flow of the Scotty Air II has been measured in excess of 1,000 CFM. Many people have claimed to see a slight mileage improvement as well as fast turbo cool down and spool up! The Scotty II can be used in two ways. Use it in the Hush mode by taking air only from the fender inlet. A reduction of between 100F and 150F will be seen on modified trucks. When maximum heat reduction is required, open the cowl hole. All you have to do is put the insulation flap over the cowl hole and reinstall the Scotty Air II.
Another item that was implemented in the Scotty Air II is the custom cone for the end of the filter. It serves as a way to shape the air around the filter and to hold the filter in place.

 

Here is a list of frequently asked questions in regards to the Scotty Air II.

Will the Scotty Air system benefit my truck?
The Scotty Air System is designed for the working truck in mind - if you have done some power upgrades to your truck and use it to haul a heavy load, or for racing. The Scotty Air System will help your truck deliver its available power more readily by reducing the exhaust gas temperatures or keeping them in a safe range while working the engine. Stock trucks may or may not see benefits from the Scotty Air System.

Besides reduced exhaust gas temperatures, what else can I expect?
Several individuals have reported better throttle response, better mileage, and virtual elimination of the ‘seepage’ of dirt like with the factory air box, due to the superior seal of the Scotty Air System.

Will the Scotty Air System alter the sound in the cab of my truck?
Yes, the sound will change if you cut the hole in the cowl. The Scotty Air System is optimizing the air intake of your Cummins engine by taking air from the positive air pressure area below the windshield. You will know it is working effectively under load by the increase in air intake noise and the reduced EGT's. A very small percentage of individuals have sensitive hearing to certain pitches of sound; caution is advised if this is your situation. Therefore, we have given the option of just using the Hushhh fender inlet. Like many alterations and changes done to any vehicle, operating characteristics and sound changes will happen.

Is the AFE filter safe on my Cummins engine?
Yes it is. So far anyone that has reported their oil analysis to us has noted that the silicon (dirt) levels are very low even on highly modified engines.

What about getting snow or rain inside the engine with this application?
Several tests have been conducted. A pressure wash spray nozzle was held at the base of the windshield forcing high pressure water at the Scotty Air System. No measurable amounts of moisture were found and no damage was sustained from this test. Not many people aim a high pressure spray of water at their air intake system while the engine is running no matter what the condition - we did, and the result was excellent. The Scotty Air System proved to be well protected from rain in its position.

With the Scotty Air System, you can still start your truck safely while the air intakes are covered with snow. A provision was taken into consideration at the end of the Scotty Air System nearest the turbo inlet. It has a small space around the air intake here to allow some air to pass while you get the snow off your vehicle.

Do I need any special tools to install the Scotty Air System?
You need a 4½” hole saw to cut the hole in the cowl, and a 5/16" wrench or socket or a flathead screwdriver to loosen and tighten the clamps. It is imperative to have the correct size hole saw.

Is it difficult to install?
No. It is simple to install. It is important that you follow the directions. The Scotty Air System fits very snug. Take your time and line it up properly. Be sure the filter is centered and seated in the ‘steps’ near the tapered air intake end of the cylinder.

Printable Installation Instructions For the 1994-2002 Dodge Ram Diesel
1] Remove the factory air box and the turbo inlet hose.
2] If you choose to use both inlets, seal off the turbo. Be sure to cover as much as possible for fast clean up of the filings from drilling the 4.5" hole in the cowl. Or go to Step 5 for the Hushhh version.
3] Once you have done Step 2, fold the insulation pad on the cowl wall out of the way. Then, drill the 4.5" hole directly adjacent to the reinforced edge.
4] Use a magnet to pick up as much of the filings as possible, then use a vacuum, cloth or whatever measures necessary to ensure the area is spotless. Be meticulous and thorough.
5] Install the black filter cone onto the end of the AFE: #20-40044 Air Filter that goes inside the turbo inlet hose. Then carefully slide the AFE: #20-40044 Air Filter into the turbo inlet hose. *
6] Slide your AFE: #20-40044 air filter [with turbo inlet hose attached] into the induction unit. There are four 'ramps' that will guide the filter into place. Press it in gently and the filter will 'pop' into place.
7] Put the turbo inlet hose and air induction unit into place by setting the induction end into the cowl while placing the turbo inlet hose onto the turbo. The turbo inlet hose may have 1/4"-1/2" of space between it and where the hose was previously on your turbo. This is fine as the hose and clamp still can be tightened to the turbo. Once the turbo hose is on the turbo, tighten it securely. This application will fit quite snug. Take your time and line it up properly. Hushhh without Cowl Twin Inlets.
* This is a tight fit. Do not force it! You may need to moisten the rubber on the inside of the inlet hose and the rubber on the filter to get this to slide in. Make sure the filter slides in all the way until the base of the filter is nearly touching the turbo inlet hose. Tighten the clamp.
The Scotty Air II has undergone some major changes. Although the AFE #20-40044 air filter remains the same, the Scotty Air II gives you the option of not cutting the 4.5" hole into the cowl. The air flow from this newly re-designed air system is even greater than before! With the Hushhh inlet only, you will see a minimum of 100F reduction in exhaust gas temperatures. When utilizing both air inlets on the Scotty Air II, we have seen a constant reduction of 250F under load!
Installation is simple with the Hushhh application. Simply let the cowl end rest against the insulation on the cowl wall, slip the fender inlet into the factory fender inlet and put the turbo inlet hose back onto the turbo. For folks that want noise reduction for normal driving and then optimum exhaust gas temperature reduction while towing, cut the hole in the cowl and use the insulation flap to block the cowl inlet for a quieter cab. Fold the insulation back to hear the turbo sing and maximize your exhaust gas temp reductions. Two systems in one for the same price as the original!

Also, take note that there are no more indents on the outside of the air unit. We removed all of those to reduce air restriction by four inches at the cone inlet. There is also a friction fit cone that comes with the system to slip onto the end of your AFE # 20-40044 air filter for even better air flow characteristics!












Thank-you to all of those that have purchased a Scotty System and we greatly appreciate your patronage. Watch for more products on the Wildcat Diesel site!

Article Written By Scotty

 

Made the pictures bigger for all you OLD FOLKS!!!! <br>Where are my glasses at.... ???