for starters that was an obnoxious way to disagree. But thats okay, since you don't understand what we are talking about, ill try to explain it. If that doesnt help, try verifying with google, im sure you'll get it eventually.
I see you have a brief understanding that at 15psi your doubling atmospheric pressure.
This is a doubling of pressure, and NOT a doubling of flow.
Despite you having said so,
PSI is in NO way, a measurement of the volume of air flow
where are you getting this "approximate increase per each of the 8 intake events?"...?....
^^ This is all an "assumption" based on your misconception that doubling PSI is doubling air flow?
Sorry but untill you fully understand how forced induction works, and the differences between psi and cfm, and why these are two completely seperate and distinct forms of measuring two different thing, your not going to understand what I'm properly explaining, so ill stop here.
Im plenty educated in physics and what were are truly speaking about here is mechanical engineering. As a matter of fact i just gave you an brief informative class in turbocharging, maybe next time you'll say "thank you" instead of insulting me. (but probably not
)
***This quote has been edited for pleasantness***
I am likely opening a can of worms here... But I have read this multiple times. and I see you offer no real information to back your argument.
Though it did challenge me to "google it", err... I checked engineering toolbox.
http://www.engineeringtoolbox.com/compressed-air-storage-volume-d_843.html
There example for atmospheric air storage is as follows.
Va = (2214.7 psia) (1.76 cu ft) / (14.7 psia)
Va = 265 (cu ft)
So
Va=(14.7psia)(7.3l)/(14.7psia)
Va=7.3l... duh...
Va=(14.7psi+15psi boost)(7.3l)/(14.7psia)
Va=14.75l
I can see some gas passing between exhaust and intake valves during cycling. But it doesn't seem like that could add up much.
And the individual cylinder cycles may not allow enough time for full equalizing of air pressure between the cylinder and atmospheric. But how much does that really add up to? It seems that with a well matched turbo engine combo, PSI and CFM would basically be interchangeable. In a poorly matched setup or extreme rpm conditions(high or low) PSI and CFM could be more of an issue in comparison. But seeing as IDI's have a very narrow rpm range under working conditions it seems the point is vary moot.
Also not sure how precombustion effects the whole cycle.
If you can find a way to explain with some data, I would love to know better.
As to other things...
When you calculate the Square inch requirements of a filter, that is sq inches of element regardless of how the pleats lye? Or maybe the question should be, does the angle of the element effect it's efficiency?
Likely I will build a custom air intake for my project, and now I am thinking that if I double my air filter space, I half the chances a rouge particle will make it though them. Sound thinking?
The oil getting ripped off of an oil element filter by the turbo makes a heck of a lot of sense to me. The oil is engineered to withstand so much wind shear force, double or triple it and the oil is well past it's engineering. Perhaps a thinker oil? And/or regular reapplication?
Though without the comment from "The Warden" I would have made the same choice, with air flow in mind. I like the larger sized element idea much more.
I grind stones, and just a touch of the finest rouge or rock dust gets past the bearing seals, and spalding starts quickly.
I wonder how much longer X engine would last if built under laboratory clean room conditions, had multiple stage oil filters, and a seriously oversized, possibly multistage air filtration would last VS. the same engine put together under average shop conditions?
I am planning on the clean room route myself. I have one, might as well use it.
im not trying to rub anyone any way. If you already know what i posted, then we are obviously on the same page, i was just clarifying for those that don't have quite as good of an understand as yourself.
. You seem to present yourself as a bit of a know it all so if you don't understand basic physics you might want to take a physics course, there are plenty of online courses available. At 15 psi you are effectively doubling the volume of air flow into the intake at a given rpm. That is assuming 1 atm of atmospheric pressure or 14.7psi which is an increase of approx. 7.3 liters for every eight intake events in a 7.3IDI. SO as the rpm increases there is a dramatic increase in air flow that is based almost entirely on DISPLACEMENT (ie combustion volume) and intake pressure. To say displacement has little to due with the cfm of air flowing into the engine is like saying well I'll leave that up to you. 
