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I just installed a FG turbo blanket, I made 1 pull and when I came to a stop I saw smoke, so I turned around and headed home. Crusing at 70mph on the interstate, no boost for 5 min. Then low speeds home (3rd gear) again no boost.
Popped the hood and still saw some smoke. I kind of took this as normal as this hasn't been heat cycled before...IS IT??
I also noticed my turbine housing was bright red. Engine bay was noticably cooler...I know the heat has to go somewhere, but I've never seen my turbine housing glow like this...especially after a cool down drive home.
Is this the way a blanket is suppose to work? I can see how a glowing turbine will add in spool, but DAMN!!
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okay, I let it cool down for about an hour...drove around, no boost, and the turbine didn't glow. So it seems once you start boosting the blanket will keep the turbine housing glowing until you shut down.
the blanket still smoked a little after a few more test runs...
I data logged my runs; with my MBC I saw as high as 17.7psi but would oscillate between 16.X and 17psi. Still not satisfied with my intake air temp.
starting at 4500rpms in 2nd gear; 116 degrees F AIT
15.1 seconds later at 7340rpms in 4th gear; 150 degrees F AIT (use to see 180F w/o WI)
(77% duty cycle with a 550/1680 inj setup...average A:F 10.9:1 with WI; 17deg adv)
With the HOT AIT's should I leave my tune rich in the tens for added cooling?
I still haven't installed my EGT...due to the car running so well, and not wanting to pull it apart. Get this...from the EGT vendor's site
"The exhaust manifold could be drilled and tapped without removing it from the car by carefully drilling then tapping the 1/8 NPT hole while having an assistant reving the engine to 2000-3000 RPM. The turbocharger creates enough back pressure to blow the shavings out."
anyone care to admit they've tried that?!?!?!?!
I'm thinking of punking out and welding a bung on the DP
I data logged my runs; with my MBC I saw as high as 17.4psi but would oscillate between 16.X and 17psi. Still not satisfied with my intake air temp.
starting at 4500rpms in 2nd gear; 116 degrees F AIT
15.1 seconds later at 7340rpms in 4th gear; 150 degrees F AIT (use to see 180F w/o WI)
(77% duty cycle with a 550/1680 inj setup...average A:F 10.9:1 with WI; 17deg adv)
With the HOT AIT's should I leave my tune rich in the tens for added cooling?
I still haven't installed my EGT...due to the car running so well, and not wanting to pull it apart. Get this...from the EGT vendor's site
"The exhaust manifold could be drilled and tapped without removing it from the car by carefully drilling then tapping the 1/8 NPT hole while having an assistant reving the engine to 2000-3000 RPM. The turbocharger creates enough back pressure to blow the shavings out."
anyone care to admit they've tried that?!?!?!?!
I'm thinking of punking out and welding a bung on the DP
I've got mien in the DP about 4 inches down form the 02 sensor.
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I've got mien in the DP about 4 inches down form the 02 sensor.
I "read" that is too far away...but I guess if you see a change, scale isn't extremely important unless you are going for the edge of tuning.
I've been running for 12k miles without it and I'm not melting anything...although I'm scared for my RA apex springs. I built the motor before the warning came out about the springs and high boost. OR somehow I missed that all together
I data logged my runs; with my MBC I saw as high as 17.7psi but would oscillate between 16.X and 17psi. Still not satisfied with my intake air temp.
starting at 4500rpms in 2nd gear; 116 degrees F AIT
15.1 seconds later at 7340rpms in 4th gear; 150 degrees F AIT (use to see 180F w/o WI)
(77% duty cycle with a 550/1680 inj setup...average A:F 10.9:1 with WI; 17deg adv)
With the HOT AIT's should I leave my tune rich in the tens for added cooling?
I still haven't installed my EGT...due to the car running so well, and not wanting to pull it apart. Get this...from the EGT vendor's site
"The exhaust manifold could be drilled and tapped without removing it from the car by carefully drilling then tapping the 1/8 NPT hole while having an assistant reving the engine to 2000-3000 RPM. The turbocharger creates enough back pressure to blow the shavings out."
anyone care to admit they've tried that?!?!?!?!
I'm thinking of punking out and welding a bung on the DP
I log quite a bit also. I noticed that the intake temps are relative to the ambient air. I believe I see about a 30F to 40F degree increase from ambient temp. Your 30 degree drop from the turbo blanket appears significant. One set of calculations from a tubo calculator resulted in a 1.7% increase in horsepower for every 10 degree drop in temp. You could also use DynoJet's correction factors to calculate what horsepower increase will result from the temp drop.
I also log my EGTs, however the bung is near the stock O2 location.
I data logged my runs; with my MBC I saw as high as 17.7psi but would oscillate between 16.X and 17psi. Still not satisfied with my intake air temp.
starting at 4500rpms in 2nd gear; 116 degrees F AIT
15.1 seconds later at 7340rpms in 4th gear; 150 degrees F AIT (use to see 180F w/o WI)
(77% duty cycle with a 550/1680 inj setup...average A:F 10.9:1 with WI; 17deg adv)
With the HOT AIT's should I leave my tune rich in the tens for added cooling?
I still haven't installed my EGT...due to the car running so well, and not wanting to pull it apart. Get this...from the EGT vendor's site
"The exhaust manifold could be drilled and tapped without removing it from the car by carefully drilling then tapping the 1/8 NPT hole while having an assistant reving the engine to 2000-3000 RPM. The turbocharger creates enough back pressure to blow the shavings out."
anyone care to admit they've tried that?!?!?!?!
I'm thinking of punking out and welding a bung on the DP
Those are some hot AIT's, IC not doing much? The only time I've seen an IC heat soak that much that quick is with the XS power IC and the stock IC duct with a 4inch gap between the duct opening and the core.
What did you use to hold down the blanky? Mine has clips but did not come with anything.
solid stranded wire now, but I'm looking to get this from Gude Brod
Type IV - Braided Fiberglass Lacing Tape (A-A-52083 MIL- T-43435)
Temperature: -67F to 800F (-55C to 427C). Softens at 1350F to 1540F (732C to 877C).
Quote:
Originally Posted by books
I log quite a bit also. I noticed that the intake temps are relative to the ambient air. I believe I see about a 30F to 40F degree increase from ambient temp. Your 30 degree drop from the turbo blanket appears significant. One set of calculations from a tubo calculator resulted in a 1.7% increase in horsepower for every 10 degree drop in temp. You could also use DynoJet's correction factors to calculate what horsepower increase will result from the temp drop.
I also log my EGTs, however the bung is near the stock O2 location.
Thanks for the info...those temps started 40F above ambient YIKES!!
I think I will weld a bung as close to the DP as possible, and see what temps I get. Since I've been running almost 12k miles on this tune...I believe it to be safe. I'm going to try different mixtures for aux injection to lower the EGT's as with 80% duty cycle, I'm only injecting about 8.6% water...on a rich tune
Those are some hot AIT's, IC not doing much? The only time I've seen an IC heat soak that much that quick is with the XS power IC and the stock IC duct with a 4inch gap between the duct opening and the core.
PFS IC, with a good duct with foam strip around the edge to seal, hot radiator sitting right below it (fans blowing on it) with the stock hood and cover (I'm going to strip the blanket next).
Coolant temps are always in check...I can keep them where ever I won't, but haven't found a spot that doesn't comprimise the AIT. Right now they turn ON at 211F and off at 203F, I've tried as little as ON 205F and OFF 195F...no big difference. Anyone care to offer a suggestion?
My intake temps have always been high in the summers...worries me, and I've tried many things to battle it, but with this being the 3rd summer running this set-up, doesn't seem to be deadly. When I feel the urge to take the car down and dive into another project, I'll build a V-Mount...as I know its necessary.
Thanks for that, I hadn't found that thread. I don't expect to keep this manifold/turbo/downpipe a long time (first motor I built...), so I still haven't convinced myself to pull it apart and tap the manifold (although I know its the best thing to do, so many other components aren't up to par, so why start here, right?)...also my equipment at this time can only handle 1 EGT.
next time...equal length manifold, equal length LIM, dual EGT probes, dual knock sensors and much more
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