Compressor Efficiency Problem
- Thread starter Killerbee
- Start date
I don't think I will get it on for good, I might take a look at it up to the turbo and see what kind of mods need to be made to make it fit correctly.
I want to get the holes plugged up and smoothed out on the inside before I put it on permanently. I'll have more time to mess with it in a week or two.
Also, I have a laundry list of things that need to be done before the tracks open in 6 weeks. Lift pump, FPR, Downpipe, Guages, PCV reroute, Steering clunk, and this intake project to name a few.
I want to get the holes plugged up and smoothed out on the inside before I put it on permanently. I'll have more time to mess with it in a week or two.
Also, I have a laundry list of things that need to be done before the tracks open in 6 weeks. Lift pump, FPR, Downpipe, Guages, PCV reroute, Steering clunk, and this intake project to name a few.
I dont know if this fits in this thread, if not please move it to its own thread!
Upon changing the oil in my wifes truck i came across this,
I knew the charged air got hot but i never thought it got this hot, to melt the glow plug power wire and my pyrometer wire and the loom on both wires? This truck has never had a over heating issues or ever seen EGT;s over 1500 and even 1500 was only seen a few times?
Just thought id share, seemed to fit the thread!
Later
Caleb
Yes, unbelievable but true. Compressing air with a centrifugal charger ( of any kind ) creates a huge amount of heat. Air charger coolers do more than take up room for sure. Thanks for the pic's.
There apears to be plenty of room with this aluminum intake to build it up enough to possibly get a 3 3/4" to maybe a 4" opening at the mouth of the turbo and back around the bend. 
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I will probably be selling the prototype layup, only one of its kind. I anticipate going in a different direction, having exhausted this effort.
It is a 3-1/8" turn, near 3.5" at the mouth. Flow area up 45% from the 2.6" original. It factually reduces the LLY intake restriction by 70% (minimum), and delivers 10% (minimum) more air for the same peak boost setting. Just thought I would give a heads up. i would prefer it go to someone who can tune it with EFILive, and do after/before dyno comparisons with the stock piece.
I have about $300 in materials, and 80 hours invested in developing it. It has been running for 3000 miles without issue.
It is a 3-1/8" turn, near 3.5" at the mouth. Flow area up 45% from the 2.6" original. It factually reduces the LLY intake restriction by 70% (minimum), and delivers 10% (minimum) more air for the same peak boost setting. Just thought I would give a heads up. i would prefer it go to someone who can tune it with EFILive, and do after/before dyno comparisons with the stock piece.
I have about $300 in materials, and 80 hours invested in developing it. It has been running for 3000 miles without issue.
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Just wondering if anyone has tested or at least measured the Intelligent Engineering intake sold here:
http://www.opieparts.com/Products.htm
Looks like it still hava sharp bend in it.
http://www.opieparts.com/Products.htm
Looks like it still hava sharp bend in it.
Just wondering if anyone has tested or at least measured the Intelligent Engineering intake sold here:
http://www.opieparts.com/Products.htm
Looks like it still hava sharp bend in it.
here you go, post # 38 for pics
http://www.duramaxdiesels.com/forum/showthread.php?t=2608&page=3&highlight=turbo+inlet
I ended up building it up significantly more than those pics so as to remove a lot mre material.
With verification testing mostly complete, I am coming out with the position that the LLY load overheat issue has been identified and tied to this induction mouthpiece.
In all cases, ECT runs lower, COT is lower by 90 degrees, EGT is reduced bt 100-150 degrees, power is up, vehicles spend more time in 5th gear, drive pressure is down (lower vane position).
In short, after 3 years of looking, this is the change that most significantly altered the ability of the vehicle to cool itself. Fixing this is the smartest change that I know of that benefits LLY's. Not just from the overheating platform, but performance as well. It is a necessary change to realize decent gains from the VVT. It should be possible to lift the 30 psi safe limit to 35 or so.
In all cases, ECT runs lower, COT is lower by 90 degrees, EGT is reduced bt 100-150 degrees, power is up, vehicles spend more time in 5th gear, drive pressure is down (lower vane position).
In short, after 3 years of looking, this is the change that most significantly altered the ability of the vehicle to cool itself. Fixing this is the smartest change that I know of that benefits LLY's. Not just from the overheating platform, but performance as well. It is a necessary change to realize decent gains from the VVT. It should be possible to lift the 30 psi safe limit to 35 or so.
The extra trans cooling fan is proving to be a big help as well, I haven't activated the fan clutch yet
Yes, all testing is basically done, and I have been busy getting all the quantifications together on this. I must admit, this has turned into a very interesting education and worthy project.
All the details are going to be in the next issue of MaxxTorque...and I don't want to spoil the surprise. i will say that I have thought seriously about producing a new LLY production piece, moreso lately. I am just not sure there are enough suffering LLY's to justify it.
I'll sell one with every Cheetah if you want to go through with production. PM me and we can discuss it further if you like.
Brayden
Brayden
that would make a lot of sense, IMO.
I have considered doing this with other benefits. A W/I boss, propane boss, if i get some ideas what is desired, I may get going on this.