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Intake manifold

 
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jptg



Joined: 25 Jul 2005
Posts: 66
Location: CA

PostPosted: Tue Nov 08, 2005 3:12 pm    Post subject: Intake manifold Reply with quote

Currently, i am still working on my engine and if i want to boost higher than normal, i know that the 3mm apex seal would be a great investment, what additional external parts i should upgrade? thanks JP
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Blake
Been there, done that


Joined: 12 Jul 2005
Posts: 135
Location: Portland, OR

PostPosted: Wed Nov 09, 2005 7:15 pm    Post subject: Re: Intake manifold Reply with quote

jptg wrote:
Currently, i am still working on my engine and if i want to boost higher than normal, i know that the 3mm apex seal would be a great investment, what additional external parts i should upgrade? thanks JP


The 2mm (stock) vs. 3mm seal debate is an old one. Our experience is that the 3mm seals don't seal quite as good, losing a little HP, but they are much stronger. The added strength only factors in when you make a mistake (too lean or too much timing). Expert tuners don't usually make those grave mistakes, so they can get the best results from 2mm seals. But if you aren't an expert tuner or have a known-good setup, 3mm seals are a nice bit of insurance and definitely cheaper than the alternative of rebuilding the engine twice. I know that wasn't your question, but I just wanted to cover the bases because it's not such a clear subject.

Your question is about "external parts"? Are you sure you don't mean internal parts?

Make sure you have a fuel system capable of supplying enough fuel at the right pressure. This is critical. We know a dyno tuner who refuses to tune a rotary without an Aeromotive brand Fuel Pressure Regulator (FPR), because every other one he's used shows a great deal of pressure variation...and if you can't keep the pressure right, the fuel delivery will be all over the map. Also, keep in mind that any turbo creates heat as a byproduct of compressing the air, but outside a narrow window of efficiency a given turbo will mainly just create heat when you turn up the boost. So, a turbo that is happy at 10psi may work okay at, say, 14psi but be worthless at 16psi. Bigger intercoolers help evacuate the heat, but for a given turbo there is a practical limit to what you can ask it to do. If you have the technical acumen you can research the compressor maps and determine if your turbo is up the the job. A more practical method is to actually measure your post-intercooler intake air temps and compare that to ambient. If they spike, back off on the boost until you get the problem fixed (bigger intercooler or properly sized turbo). Finally, don't forget about ignition timing. Ignition timing is critical! Advancing even 1 degree can *double* the cylinder pressure when you are at the edge. A good tuner will approach the edge and then back off a couple degrees.

Just remember that everything is a system and that changing one thing will affect everything else. Also, just because one guy got away with something, that does not mean it will work for you, so don't just copy someone's setup and expect sucess. Mistakes are costly.
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Blake Qualley
Pineapple Racing, Inc.
(503) 233-3878
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jptg



Joined: 25 Jul 2005
Posts: 66
Location: CA

PostPosted: Thu Nov 10, 2005 2:32 am    Post subject: Reply with quote

Thanks JP
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