is Jb Weld 100% safe not to break apart, pull loose, chip etc.......and be sucked into the turbo, that could be a concern
Compressor Efficiency Problem
- Thread starter Killerbee
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is Jb Weld 100% safe not to break apart, pull loose, chip etc.......and be sucked into the turbo, that could be a concern
No, it's not. In reality you can probably expect, over time, the JB to delaminate. This material is a nightmare to chemically bond to (Zytel Nylon 6/6). It is the same stuff as used to make radiator end tanks.
One thing you can do to is clean with acetone, scarify, and then to enhance the bond, heat the area with a propane torch, just 5 sec on the surface only. Then let cool. The surface will be molecularly rearranged for a few hours after.
JBWeld for plastic may be as good as anything.
One thing you can do to is clean with acetone, scarify, and then to enhance the bond, heat the area with a propane torch, just 5 sec on the surface only. Then let cool. The surface will be molecularly rearranged for a few hours after.
JBWeld for plastic may be as good as anything.
I think this new thing needs to be tested on a flow bench, then tested back to back on a dyno to see if any flow gain is achieved. Don't forget that the air flowing in is a vacum and not being pushed which makes a difference. You may find that the flow will be less. Seat of the pants feel does not count here as it is like the cold air intakes; you hear a louder whine so it must be faster. Wrong.
It is not necessarily a restriction. Flow bench will tell you and so will back to back dyno. I say make a prototype and send it to Pat for a dyno session.
Yes. Track times and dyno numbers? Have you read how many guys have posted more power with an AFE and showed nothing in real numbers?
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Then how do you explain the nozzle-like trajectory?
Removed - Pat
It looks just like your tech info. Keep it up.
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Not sure if this is important, but one more time we pulled off the factory air filter and ran open intake on a test mule. This time an LMM.
You could feel the suction when we pulled it.
However, with the same tuning, we dropped 8rwhp. I tuned it up to get the same boost, and it made 3 rwhp over stock airfilter.
There is not a lot of improvement possible with modern GM intakes. GM knows this is an area that can cost you mileage, power, and emissions, so they put some thought into it.
Wendy runs a factory air system, and not by accident.
You could feel the suction when we pulled it.
However, with the same tuning, we dropped 8rwhp. I tuned it up to get the same boost, and it made 3 rwhp over stock airfilter.
There is not a lot of improvement possible with modern GM intakes. GM knows this is an area that can cost you mileage, power, and emissions, so they put some thought into it.
Wendy runs a factory air system, and not by accident.
Pat, if the VGT truck is on closed loop MAP demand, why would you have to retune anything? Boost stays the same, regardless of restriction.
New here, but I'll let you know what my uncle used to tell me when I was a kid.
If it would have helped without costing anything substantial, ($$ wise or usability wise), then GM would have ALREADY done it.
GM or any manufacturer would love for something this simple and this inexpensive to give wholesale gains.
If it would have helped without costing anything substantial, ($$ wise or usability wise), then GM would have ALREADY done it.
GM or any manufacturer would love for something this simple and this inexpensive to give wholesale gains.
Vane position is somehow tied into MAF readings. With the aircleaner removed, the MAF read differently and opened the vanes more even though it was not making target boost.
New here, but I'll let you know what my uncle used to tell me when I was a kid.
If it would have helped without costing anything substantial, ($$ wise or usability wise), then GM would have ALREADY done it.
GM or any manufacturer would love for something this simple and this inexpensive to give wholesale gains.
I typically agree with this. I have said the same thing many times.
This appears to be a case where the EGR was squeezed into a space it should not have been. The intake aero suffered. It appears (assumption) to be a hasty move to meet EPA guidlines for 04.
So lets talk LLY with a wastegated turbo then. Any gains possible with this mod? No vane adjustment required how would the numbers change?
Also as for the JB Weld thing earlier, I wouldn't use it for the same reason's KB stated as I've seen that exact thing happen. Something with an epoxy base would be better IMO. Can this piece be fiberglassed instead? Would it bond better and make taking some of the angle out safer?
Also as for the JB Weld thing earlier, I wouldn't use it for the same reason's KB stated as I've seen that exact thing happen. Something with an epoxy base would be better IMO. Can this piece be fiberglassed instead? Would it bond better and make taking some of the angle out safer?
A different angle
PR=COP/CIP, compressor outlet pressure and input pressure
COP is more or less fixed by the MAP sensor and tuning. This thread is addressing the CIP side. If 5 psi of restriction can be identified and removed, this is exactly the same as adding 5 psi to CIP, this lowers PR and good things happen. This is also exactly the same as adding a 5 psi twin operating at 100% efficiency, with zero drive pressure consequences. And 5 psi is less than the restriction you guys with 30 psi are seeing.
I don't have any doubts as to the performance impact, but as I said, that is not my main concern. But I can fab up a proto for dyno charting.
Is there anyone in Phoenix interested in testing it? Several back to back dyno runs will help see the impact of reduced CAC heat soak. It would be good if COT could be monitored for each run also. That is what I am interested in. You need to be able to do about 10-15 dyno runs, while logging temperature sensors.
I think Larry said he has one to offer up to the effort.
Commentary. It is common knowledge that the LLY was lackluster out of the box, vs the 1st gen. Given the reality that the powerplants are essentially identical, nobody has ever been able to point to why the LLY underperforms. Emissions is not it. The induction system changes are the most significant, apart from the injector redesign. I might be wrong, but I think this is a big part of it.
PR=COP/CIP, compressor outlet pressure and input pressure
COP is more or less fixed by the MAP sensor and tuning. This thread is addressing the CIP side. If 5 psi of restriction can be identified and removed, this is exactly the same as adding 5 psi to CIP, this lowers PR and good things happen. This is also exactly the same as adding a 5 psi twin operating at 100% efficiency, with zero drive pressure consequences. And 5 psi is less than the restriction you guys with 30 psi are seeing.
I don't have any doubts as to the performance impact, but as I said, that is not my main concern. But I can fab up a proto for dyno charting.
Is there anyone in Phoenix interested in testing it? Several back to back dyno runs will help see the impact of reduced CAC heat soak. It would be good if COT could be monitored for each run also. That is what I am interested in. You need to be able to do about 10-15 dyno runs, while logging temperature sensors.
I think Larry said he has one to offer up to the effort.
Commentary. It is common knowledge that the LLY was lackluster out of the box, vs the 1st gen. Given the reality that the powerplants are essentially identical, nobody has ever been able to point to why the LLY underperforms. Emissions is not it. The induction system changes are the most significant, apart from the injector redesign. I might be wrong, but I think this is a big part of it.
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Compressor efficiency
Larry. KB and LB7:
Thanks for the replies and input on "not" using JB Weld.
On looking at my intake tube once more I realized that a person can do a better job of reconfiguring the sharp bend by using fiberglass. Went and got myself some resin, hardener (already had the matting), so I'll be using that.
Checked the inside angle and it actually turns backwards. It's probably 105 degrees instead of 90 degress.
Anyway, I'll be giving this a try shortly.
Larry. KB and LB7:
Thanks for the replies and input on "not" using JB Weld.
On looking at my intake tube once more I realized that a person can do a better job of reconfiguring the sharp bend by using fiberglass. Went and got myself some resin, hardener (already had the matting), so I'll be using that.
Checked the inside angle and it actually turns backwards. It's probably 105 degrees instead of 90 degress.
Anyway, I'll be giving this a try shortly.