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what if you use a co2 spray one the UIM and/or the LIM to kool them. Even a nice co2 spray on the fuel rail would cool down the fuel going into the combustion chamber
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Circle track magazine....
has a great article on thermal barriers. I plan on using it extensively in my projects.Comment
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there is a product that does this, a ball is placed in the intake piping befoe the TB, hooked to a CO2 cannister and wired to a switch, then the switch is pressed the CO2 vents causing the ball to cool quickly and cooling the air charge.Originally posted by project60degree
My only problem with that desgin is moisture in the air may form condensation though it may not be enough to worry about.
Im intrested in hearing more about the thermal barriers, particularly between the LIM and UIM and the LIM and heads. Is it just simple cermaic coating? or is more involved?
1995 Monte Carlo LS
3400 SFI 60v6
FFP Underdrive Pulley, S&S Headers, LSD, ODBII Swap, DHPComment
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See: http://www.gbnperformance.com/Project%20V6Fury.htmOriginally posted by Manitcor
Links to: http://speedoptions.com/articles/1513/ also...Comment
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Looks like he spent alot of money to get to 184 wheel HP, I like the ricer math too with the claim of from 175 HP to 270HP.Originally posted by tejohnson2000 Grand Am GT
2011 Chevy Impala
"The world's best cam combined with a poor set of heads will produce an engine that's a dog. But bolt on a set of great heads even with a poor cam, and that engine will still make great power." ~John LingenfelterComment
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His claim is crank for the 270, not to the wheels. It is actually higher than 184whp (as of columbus day). I watched the spark advance move towards 26° of spark advance at 6200 RPM on his pulls, where he maxed out his ICCU. No KR. He needs to get his Powrtuner and take advantage of all the modifications made to the hard parts... I'm certain there will be a differenceOriginally posted by onefastV6
He has a turbo sitting in his garage, which I attempted to convince him that it is time to install. Before too long it get very interesting.
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yeah I found it realy odd, his dyno and his crank HP claims dont jive at all and I would expect more power than what he dynoed with all the upgrades he has. Not having the ECM tuned could be the culprit.
With 270 crank you should be dynoing more than 200 at the wheel. Hes not dynoing much higher than my otherwise stock 3100 with 4PSI on a t3/t4 did.
If what hes posted is what hes exepecting to make once tuned I would not be surprised, however Im kinda of a dont say it till you make it kinda guy anymore.
Is he on this forum, I would like to ask him some ?'s about his head/cam setup.
1995 Monte Carlo LS
3400 SFI 60v6
FFP Underdrive Pulley, S&S Headers, LSD, ODBII Swap, DHPComment
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He is known as 3x3 on the GAGT forum. While off topic, here are my results from the same day. Below is with 11PSI and valve float (yes, stock valvetrain) at 5200RPM:
I was targeting 300whp, but the valve float held me back. If you review the pulls in WinPEP I actually went a bit over 300 if SAE correction counts Is that "ricer math"?
Back on topic, if you look at the rest of my results:
You will see over time a decline in HP. I did no tuning in between, just back-to-back pulls looking at the effect heat had on my engine. Between pulls I would sit at idle with the heat on high to bring the ECT down, but the heat soak to the manifolds started to set in. I have been curious about looking for a better hood for heat extraction.Comment
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is that a stock 3400 with a turbo?any internals?Comment
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When you are running on the dyno you do not get the proper air across the car to cool it or its components. Even using a fan you do not get the cfm that you would at the speeds you are dynoing at so you are going to see an increase in heat. In some cases a major increase in heat.95 Beretta Z-26
Don't need nitrous to go fast.
Global peace through deadly force!Comment
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The short block is stock, everything else has been touched....Originally posted by project60degree
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