Curt’s Gr8t 8 Turbo Build
#551
No respecter of malarkey
iTrader: (25)
The clamp provides the seal. The bead just keeps it from blowing/sliding off. They’re really two separate things. Just because it slide’s off without the bead doesn’t mean it’s not sealing. Just because it doesn’t slide off doesn’t mean it’s sealing. However I do agree that this latest pic clearly shows that you either need a longer 45* ell or longer tube section.
what you’re missing in that pic is pressure on the inside trying to bellow out the coupler like a balloon.
what you’re missing in that pic is pressure on the inside trying to bellow out the coupler like a balloon.
#552
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The clamp provides the seal. The bead just keeps it from blowing/sliding off. They’re really two separate things. Just because it slide’s off without the bead doesn’t mean it’s not sealing. Just because it doesn’t slide off doesn’t mean it’s sealing. However I do agree that this latest pic clearly shows that you either need a longer 45* ell or longer tube section.
what you’re missing in that pic is pressure on the inside trying to bellow out the coupler like a balloon.
what you’re missing in that pic is pressure on the inside trying to bellow out the coupler like a balloon.
However, I still believe there is a dynamic at work in which the sections slide to their constraint ,i.e. to the bead /roll, as the boost builds in the system. That "expansion", even given the bellowing of the coupler (good point btw), in turn causes the components working together; coupler, clamp, and fully beaded section, to create the seal... w/ the leading edge of the clamp binding the coupler against the trailing edge of the bead.
#553
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Thread Starter
Update:
Completed the following winter work:
That said...initial results indicate:
Need more testing to better assess results for all items.
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New grill...w/ FMIC and aluminum under tray
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Curved section to throttle body coupler.
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Completed the following winter work:
- swapped the rubber positions and heat wrapped the RH motor mount,
- fully beaded problematic section ends to eliminate boost / vac leaks,
- attempted repair & reinstalled dual pass rad.,
- installed 8" IC,
- installed aluminum under-tray
That said...initial results indicate:
- edit: IAT is running ~16-17 *F above ambient w/ front mounted 8" IC. (i.e. 2-3 *F higher than w/the 12" IC).
- No change in ECT atm. Won't be able to measure improvement until ambient temps increase in spring.
- improved / more stable afrs during boost rise
- improved boost threshold
- DP rad still has sm. leak I'll need to readdress this at some point.
Need more testing to better assess results for all items.
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New grill...w/ FMIC and aluminum under tray
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Curved section to throttle body coupler.
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Last edited by jcbrx8; 01-11-2020 at 11:19 AM.
#556
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Thread Starter
Fyi...Returned this filter as it did not fit. The base diameter, 5", is too thick. 4.5" is max. acceptable diameter w/out squishing it into place. So, back to the search...
...
https://www.summitracing.com/parts/afe-24-35512
Conical : 12"x 5" O.D# (Lrg end) x 3.5" O.D# (Sm end)
https://www.summitracing.com/parts/afe-24-35512
Conical : 12"x 5" O.D# (Lrg end) x 3.5" O.D# (Sm end)
#557
Registered
Thread Starter
Working thru tuning after winter work, but progress...
- Ambient Temp: 33* F
- ECT: 162 - 180* F
- IAT: 42 - 60 * F
- Oil T: 162 - 182F (w/ coolers covered)
- 296HP, 245 ftlbs thru ~7200 rpm @ 11.5# (This M/E log gets squirrelly when carried to 8k)
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296HP, 245 ftlbs thru ~7200 rpm
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ECT 175_IAT 52
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Oil T 175F
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- Ambient Temp: 33* F
- ECT: 162 - 180* F
- IAT: 42 - 60 * F
- Oil T: 162 - 182F (w/ coolers covered)
- 296HP, 245 ftlbs thru ~7200 rpm @ 11.5# (This M/E log gets squirrelly when carried to 8k)
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296HP, 245 ftlbs thru ~7200 rpm
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ECT 175_IAT 52
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Oil T 175F
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Last edited by jcbrx8; 12-11-2019 at 02:39 PM.
#559
Registered
Thread Starter
AEM indicates I still have a boost leak... from ~3000 - 4000 rpm under WOT.
Below are two AEM profiles of 3rd & 4th gear pulls.
- The first from a couple of weeks ago indicates a solid pull w/ no boost leak.
- The second from today clearly indicates a boost leak / rise delay.
Note: Oddly, the leak is intermittent. I have logs showing both cases w/in 5 min. of one another.
edit: She's still quick and a blast to drive, but this indicates... there's more on the table.
Solid pull...no leak.
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Boost leak on 3rd gear rising edge...
Below are two AEM profiles of 3rd & 4th gear pulls.
- The first from a couple of weeks ago indicates a solid pull w/ no boost leak.
- The second from today clearly indicates a boost leak / rise delay.
Note: Oddly, the leak is intermittent. I have logs showing both cases w/in 5 min. of one another.
edit: She's still quick and a blast to drive, but this indicates... there's more on the table.
Solid pull...no leak.
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Boost leak on 3rd gear rising edge...
Last edited by jcbrx8; 12-13-2019 at 07:25 PM.
#561
Registered
Thread Starter
Update:
- Boost leak: Walked thru and put 0.5 to 1.5 turns on coupler clamps. Seems to have improved..., but not completely eliminated the leak . More to do here...
- DP Rad. leak: Used some Bar's Leak Radiator & Heater Core Stop Leak and there h/b no coolant leaking since. T-stat is operating properly...I'll continue to monitor.
Still need to update tune since winter work, completely resolve boost leak, and fine tune my EBC since changing WG spring. Power generation meets my objectives. So, moving forward I'll just work to better stabilize afrs, and sustain torque curve higher into the rev range.
Pull from this AM.
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- Boost leak: Walked thru and put 0.5 to 1.5 turns on coupler clamps. Seems to have improved..., but not completely eliminated the leak . More to do here...
- DP Rad. leak: Used some Bar's Leak Radiator & Heater Core Stop Leak and there h/b no coolant leaking since. T-stat is operating properly...I'll continue to monitor.
Still need to update tune since winter work, completely resolve boost leak, and fine tune my EBC since changing WG spring. Power generation meets my objectives. So, moving forward I'll just work to better stabilize afrs, and sustain torque curve higher into the rev range.
Pull from this AM.
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Last edited by jcbrx8; 12-14-2019 at 03:22 PM.
#562
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Thread Starter
Update:
Tried a few things to resolve the persistent boost leak at the below curved section. After a few iterations...I believe I m/h converged on a solution to eliminate it.
Did a few pulls today and per the below AEM profile... it's holding 10# today. Will do a few more pulls tomorrow at ~11#. I'm hoping to resolve this w/out having a fabricator rework the section.
Problematic curved charge section to TB
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Clean profile ...w/ no boost leak
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Tried a few things to resolve the persistent boost leak at the below curved section. After a few iterations...I believe I m/h converged on a solution to eliminate it.
Did a few pulls today and per the below AEM profile... it's holding 10# today. Will do a few more pulls tomorrow at ~11#. I'm hoping to resolve this w/out having a fabricator rework the section.
Problematic curved charge section to TB
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Clean profile ...w/ no boost leak
.
#564
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Imagine 13 pounds???
#567
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Thread Starter
I considered it...among the things I've already done resulting in it holding ~10.5-11# pretty consistently. Above 11# it'll hold for one or two pulls ...before starting to leak again.
I'm resigning myself to the fact that the best solution is going to be adding a 2-3" straight section onto the throttle body end of the pipe w/ a nice bead. Problem solved.
#569
Boosted Kiwi
iTrader: (2)
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jcbrx8 (10-24-2021)
#570
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edit: I'd say from history I can expect a ~ 1# drop when everything is sealed tight.
Interesting point. Duly noted. I'll keep that in mind once I have a reliably sound system above 11#.
Last edited by jcbrx8; 12-21-2019 at 08:27 AM.
#571
Registered
Thread Starter
Well here’s another suggestion; replace the entire elbow piece or just the elbow end only going into the TB with a 3.125” elbow to match the TB inlet OD, and instead have the transition either from the straight tube into the elbow or if you replace the entire thing then have the transition adapter coupling down where the pipe from the IC into it is. Because having that transition right at the TB isn’t helping your particular situation.
Further, do not put the BOV flange back on the TB inlet elbow. Instead locate it off the end plate of the IC outlet collector tank. Placing it in the elbow right before the TB is a common mistake not recognized by many people. It will flow better off the flat end tank connection rather than being mounted on the tube bend and then also not disturb and render the inlet flow turbulent as it’s entering into the TB. I saw Howard Coleman bring this up on RX7CLUB and it likely went over most people’s head because; as usual, they often fuss over inconsequential minutia while being completely oblivious to the obvious things that matter.
but again, just a suggestion.
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Further, do not put the BOV flange back on the TB inlet elbow. Instead locate it off the end plate of the IC outlet collector tank. Placing it in the elbow right before the TB is a common mistake not recognized by many people. It will flow better off the flat end tank connection rather than being mounted on the tube bend and then also not disturb and render the inlet flow turbulent as it’s entering into the TB. I saw Howard Coleman bring this up on RX7CLUB and it likely went over most people’s head because; as usual, they often fuss over inconsequential minutia while being completely oblivious to the obvious things that matter.
but again, just a suggestion.
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However, I want to implement a simple, permanent solution to solve the problem at hand..., not redesign the kit.
I did consider cutting off the curved section of this pipe, and using a 90* elbow off the TB. But I prefer a 6061 curve into the TB vs. a silicone coupler elbow, and not messing w/ the bov mount, if possible, ...as it's not a present issue.
I'm considering modifying the curved section to achieve two objectives:
- add an ~2" straight section to mate to the TB
- ensure clearance to avoid the intake section
Last edited by jcbrx8; 01-02-2020 at 08:32 AM.
#572
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Thread Starter
Update:
3" OD stock 6061 arrived, and got the charge section augment mocked up. Little more prep work and off to the welder.
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Front view
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Top view
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Side view
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3" OD stock 6061 arrived, and got the charge section augment mocked up. Little more prep work and off to the welder.
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Front view
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Top view
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Side view
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Last edited by jcbrx8; 01-01-2020 at 09:10 AM.
The following 2 users liked this post by jcbrx8:
Brettus (12-30-2019),
RotaryMachineRx (12-31-2019)
#573
Registered
Thread Starter
Got the TB charge section welded and the kit reassembled.
I'm pleased w/ the augmented charge section , but not a fan of the lengthy BOV recirc tube, which looks like the St. Louis Arch. Do I live w/ it or add revising it to my list of To Dos? Not sure atm...time will tell.
Functionally, the new charge section is showing promise. Drove around a bit in my limited time today and got in a few pulls at reduced boost setting. For some reason M/E was not connecting to the ECU...and I didn't have time to mess w/ it beyond the few reboots, etc. However, the below AEM boost profiles show zero boost drop from peak through the rpm range , where all previous pulls resulted in ~1 to 2 psi drop across the rpm range. Excited to see how this tighter system translates to my performance / v-dynos moving forward.
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Engine bay w/ reworked charge section.
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Pull ...11.5 peak psi
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Same pull ... 11.5 ending psi, i.e. zero boost drop.
I'm pleased w/ the augmented charge section , but not a fan of the lengthy BOV recirc tube, which looks like the St. Louis Arch. Do I live w/ it or add revising it to my list of To Dos? Not sure atm...time will tell.
Functionally, the new charge section is showing promise. Drove around a bit in my limited time today and got in a few pulls at reduced boost setting. For some reason M/E was not connecting to the ECU...and I didn't have time to mess w/ it beyond the few reboots, etc. However, the below AEM boost profiles show zero boost drop from peak through the rpm range , where all previous pulls resulted in ~1 to 2 psi drop across the rpm range. Excited to see how this tighter system translates to my performance / v-dynos moving forward.
.
Engine bay w/ reworked charge section.
.
Pull ...11.5 peak psi
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Same pull ... 11.5 ending psi, i.e. zero boost drop.
Last edited by jcbrx8; 01-01-2020 at 02:38 AM.