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Messages - BoostedRPS
31
« on: July 24 2018, 11:26:52 AM »
That is some pretty fancy machine work porn. So, forgive my ignorance(I run a stock turbo), but I guess these are a "replacement part for one of the "fancy" turbos? I see it is 62mm I'm guessing you need a matching housing to put this wheel in, or can it be swapped into other stuff? Is there a fancy replacement wheel that matches it for the other side of the turbo?
This is a wheel for one of the new G4 turbos, or it can be put into a rebuilt turbo as well, provided the turbo has a similar shaft size (for example, it isn't one of the old Turbonetics large-shaft units) to the G4 units. WORK will actually machine your housing to fit this wheel, if you were to get your turbo rebuilt, for example. So you are able to put this wheel into other turbos besides the G4 units. There are new turbine wheels for this turbo, but I do not have any photos of it yet. I know Reed uses some of the GTW turbine wheels for the G4 turbos. I hope that answered all your questions. Please let me know if I didn't address anything.... I'm at Tom's house right now and his crazy ass has me up at 630am...I hate him just a little bit right now... (completely kidding, the dude is one of the coolest fucking people I've met) [/size]Basically what I'm asking is can I spool this WORK G4 62mm wheel with the AC 16930 convertor I already have in the car. I run a .63 Precision exhaust housing. What exhaust housings are you offering?
If it is a "Real" Art Carr 3000 stall, then yes. From what I've gathered, and I know you will be able to set me straight on this so please correct me where I am wrong (because I am sure I will be)..but aren't those AC 16930's essentially a PTC 9.5" knockoff? Or maybe visa-versa?
Either way, Reed recommends to start with a 3,200 stall as a baseline for any turbo he sells, assuming you are using a PTC 9.5" NLU, though. From there, we can work with Dusty Bradford to fix any spooling characteristic s/stall speed required by your setup, but the 3,200 will give a good baseline impression.
If your car is spooling a PTE 6262 with that converter, then it will be able to spool this turbo easily, in both the journal and ball bearing versions. The ball bearing version will spool even faster, especially with the supporting modifications (ported cylinder heads, E85 for fuel, larger than stock camshaft, good torque converter -like a PTC 9.5" NLU) to the car.
We offer a .63 and .85 AR turbine housing for the Buick 3-bolt housings.
If you decide to go 4 bolt, we have a TON of different configurations .
I hope this answered your questions. If not, please let me know.
32
« on: July 23 2018, 10:50:43 PM »
How close is this to the 6262 wheel...as a comparison.
Until I have dyno sheets or ET slips in front of me, I can only speculate based on the design of the wheel. That being said, I know Reed really focused on the spoolup characteristic s of these new turbos, and their off-idle and part-throttle responsiveness . I don't want to say anything definitive until I hear back from Reed, but I would wager these would be right up there with Precision's GEN 2 CEA 62mm wheel, or Garrett's Gen 2 GTX wheels.
33
« on: July 23 2018, 08:47:16 PM »
First pic of the new WORK G4 62mm compressor wheel.. Checkout the vertical lines on the compressor blades. This is a sign of a 100% Point-Milled wheel. Also look at how the blade swoops down and has overhang/extends past the very bottom/base of the wheel. This is a sign of Extended Tip Technology being used. Look at the angle of that the blade takes from the Extended Tip towards the base of the wheel...this angle has a direct affect on the spool up characteristic s, breadth of the powderband, and part-throttle responsiveness ..  These wheels are about to upset some PTE fan's feelings... 
34
« on: July 21 2018, 07:05:43 PM »
Tyler, check out Andy whittle's YouTube channel.
https://www.youtube.com/channel/UC6UMj0PxBbbj_N8S-aD6M-A
Tunerstudio is pretty nice. Download the software, and they have some sample projects you can look at. If you’ve used any other tuning software you’ll be able to find your way around.
Jason, is it doing boost control with the stock solenoid? Planning on using it to control your alky?
I haven't messed with boost control yet. Still doing it with the RJC manual boost controller. I have plans to use the ECU for the alky control but haven't got that far yet
Thank you for posting the link to that Youtube channel!
I'm going to email that guy and see if he would be willing to do online courses if I got a few people to pitch in for a few sessions, and he did like a GotoMyPC kinda deal or something.
I've messed with the tuning software and explored TS and MegalogViewer as well, but until I know wtf I'm actually doing, messing around will only get me so far.
His voice is a little annoying and sometimes I have to rewind the videos because he goes a little fast but all in all, good stuff.
BTW, super jealous you're going to the holley classes. I've never played with a MOTEK but I've been told the holley software is very similiar
Dude anyone can go to the classes! ....or at least I HOPE SO! I sent in my application to attend on Friday, and I'm waiting for confirmation of my seats. Hopefully I receive an email back on Monday confirming my classes. The courses are November 3rd-7th, and cover Tier 1 on the 3rd, Tier 2 on the 4th n 5th, and Tier 3 on the 6th and 7th. Tier 1 course is $150. Tier 2 and 3 are $225/ea. I know it will be a lot to absorb in a short period of time, and with hotels/car rentals/airfare I'll be spending a good $2,000-$2,500 but I firmly believe it will be worth it. Not only to educate myself on the Holley Dominator I plan on running (shhh!  ) but to help kickstart my career as a tuner by learning as much possible and being certified in a specific ECM/software. From there, the goal is to eventually apply my knowledge of the Holley software to the TunerStudio and XFI softwares. Aside from all that, having certification from Holley that I actually know what I am doing (because I admittedly do NOT know speed density right now) will allow me to garner better labor rates when I tune people's cars (I'd never charge my friends...that is a given) and hopefully add some legitimacy to the status and respect of RPS in the eyes of my peers. Hopefully they will see this as a genuine step forward towards learning "real world" tuning procedures and abilities. Regardless of what my peers say, I'm stoked to take the courses so that I can learn this software and truly maximize and tune my own setup once I get my Dominator! I am doing this for ME, SCREW what everyone else thinks!!
35
« on: July 21 2018, 11:33:22 AM »
THE INTERCOOLER ARTICLE IS FINALLY DONE!!
https://www.boostedrps.com/single-post/2018/07/21/Intercooler-Core-Design-and-Effects-A-Guide-to-Evaluating-Various-Intercoolers
Please let me know what you guys think!!
That is a serious amount of effort - now just wait for the witch-hunt to begin and the excuse train to leave the station.
Per my post above, nearly every TurboBuick (or G-body for that matter) I have ever seen running a FMIC has little to no ducting or sealing around the core to force air through it. So while it is very nice to dissect the end tanks, charge pipe configuration, and internal and external fin designs - what does it matter if the air just flows around it? Moreover what about the need for negative pressure behind the core to accommodate effective heat exchange especially when you start considering race-only (small radiators and no A/C) vs. street cars (with A/C condensers and larger more efficient radiators) applications? I'd also suggest that there is something to be gained or lost with air flow across the core relative to speed as the pressure around the sealed or unsealed core backs up or is bled off, respectively. An unsealed core in a 11 second car may stand to gain a lot from sealing at all speeds, where an 8 second race car might only see gains at low speeds. The MCSS did this from the factory, as did the Regals with some rubbery flaps that get binned with every FMIC install - followed by: durr durr why am I over heating now?
https://www.physicsforums.com/threads/pressure-drop-across-radiator-and-air-flow.322604/
Basically, all the fancy engineering in the world isn't going to matter once a shade-tree mechanic slaps it together and starts making compromises out of sheer laziness and ignorance. Hell, I did this on my own Buick - but, that was 18 years ago and I was just 21 years old at the time.
The attached picture is your typical eBay intercooler laid flat with a sealed scoop in my TBSS, there is a large negative pressure area behind the core. Very similar concept to what came on the TRs from the factory - but, completely divorced from any sources of radiant heat (radiator, engine, A/C condenser, tranny or PS coolers, etc) and it doesn't have a hot lump of iron directly behind it. IATs are a few degrees above ambient since it isn't saturated by heat or ignorance. Plus, it doesn't impact my safety (bumper bars or structural frame components aren't cut out) or cooling or A/C performance; as is the accepted TBSS practice.
Accept practices. Ah yes, those. Contributing to vendor bias and recipes since the dawn of time. I'd say that if you were going to market a product or service it would include a complete solution including a properly sealed FMIC core. But, you are going to need data... because like advanced stats in baseball and hockey they are the branches clung to with finger tips by consumers and nut-swingers alike - and by extension ruin everything.
Pit a sealed cheap eBay core against as like sized unsealed top-o-the-line FMIC and determine the IAT deviation; and then consider if the cost-benefit analysis justifies the expense on top-end parts in a standard street car application.
What do you mean "wait for the witch hunt and excuse train to leave the station" ? Do you mean excuses from me? I felt like I addressed the need to have adequate flow to the radiator in the article. Maybe not in incredible depth, but I felt like I at least made it known that you need to make sure that the airflow to the radiator is still cold enough to help remove heat from it, and have enough volume of airflow to make a difference. Boxing in the intercooler would definitely help, but not at the expense of causing a reduction in flow to the radiator. The reason I did not discuss boxing in the fmic in the article is because a vertical flow core, which I felt like I alluded to being the superior core, would have a large portion of the core exposed in the grille of the car, even with 3" end tanks on top, removing 3" of space from the grille area that could have been core area if it was a horizontal flow core. A vertical flow core should still have at least 60-75% of the core directly behind the grille, if my memory serves me correct for the height at which the fmic's are mounted. With about 3/4's of the core being exposed in the grille, I felt that the topic of boxing in the core wasn't really pertinent..... plus my article isn't really about maximizing an existing intercooler installation, but rather the various aspects of an intercooler, the technology used in an intercooler, and what to look for in an intercooler. Vertical flow cores, unless the top end tank is huge and drops the core down low, should have a large portion of the core exposed in the grille area because of how small the actual core area is. Personally I can't visualize how you would mount a guide for air to the bottom portion of the core (that could support 1,000hp+) that is secured enough to withstand the forces of airflow at high mph. I'm not sure how something like that would look and where it would mount that could take 140mph passes. As for data....we'll be using my Bell core design on my engine when we run it on Duttweiler's engine dyno, seeking for 1,500hp (I'd really like to hit 1,600 if I'm honest). I'll sure to log the MAP pressure in and out of the core. Once my engine is in the car, we'll be making the mounts and piping for the smaller Bell core, so that we can finally advertise these cores for sale. Before we do sell them, we already have people waiting for us to finish the mounts and piping so that they can test these cores (We have two Treadstone cores we are developing as well) and log the pressure drop across the core, and the thermal efficiency as well. Once available to provide data, I plan on logging all the data I can with these cores. I even intend on trying multiple pipe routing, and potentially end tank design as well....I'm actually contemplating having Gee M Racing clock my turbo mounting flange forward 45 degrees, since I have to send it back to them anyway so that they can fix the ceramic coating they screwed up. The 45 degree rotation forward is intended to allow for as gradual angle possible for the turbo-to-IC-inlet pipe to make. The inlet of the core is already facing the engine, so if I can have the outlet of the turbo basically pointing downwards or almost completely down, I would have a <30 angle coming from the turbo, and then a gradual 90-degree bend to go under the radiator support and extend forward to the intercooler inlet, and then Bam! I'm already at the IC inlet with just 2 bends
36
« on: July 21 2018, 11:09:41 AM »
Tyler, check out Andy whittle's YouTube channel.
https://www.youtube.com/channel/UC6UMj0PxBbbj_N8S-aD6M-A
Tunerstudio is pretty nice. Download the software, and they have some sample projects you can look at. If you’ve used any other tuning software you’ll be able to find your way around.
Jason, is it doing boost control with the stock solenoid? Planning on using it to control your alky?
I haven't messed with boost control yet. Still doing it with the RJC manual boost controller. I have plans to use the ECU for the alky control but haven't got that far yet
Thank you for posting the link to that Youtube channel! I'm going to email that guy and see if he would be willing to do online courses if I got a few people to pitch in for a few sessions, and he did like a GotoMyPC kinda deal or something. I've messed with the tuning software and explored TS and MegalogViewer as well, but until I know wtf I'm actually doing, messing around will only get me so far.
37
« on: July 21 2018, 09:10:40 AM »
38
« on: July 21 2018, 12:12:36 AM »
I'm going to study up on this diyauto. And as we ALL know I love me a discount. The 4l80e is next on the list after the 4l60e overhaul I have on the bench. Thanks for your contributions. It helps a lot for us little guys.
Thanks.
I'm glad to help in any way that I can! Here is the link to the controller. I believe they are retail of $499, but the "ihadav8 discount" will put that..well.... let's just say you'll be a happy camper  Link: https://www.diyautotune.com/product/microsquirt-can-transmission-controller-4l80e-subharness/I was actually talking to Brad the other day about providing everyone in Canada with special "across the border" pricing. I know they get hit hard with the exchange rate and customs, so I was going to change my entire pricing structure for people over the border so that they can hopefully afford badass parts without getting completely screwed from the exchange rate and fees. I figure who cares if I don't make all the money possible on something- that is the WRONG reason to become a vendor. I'd rather just make enough to cover my buy-in costs/etc, and sell it to the guys up North for basically what I pay for the stuff, maybe mark it up 5-10%, depending on the product, but this way they can hopefully save hundreds of dollars on parts so that even with the exchange rate being what it is, they are still saving a lot of money. I don't think it is fair that the guys up North are not privy to the same parts that we are, simply because the country they live in charges incredible taxes and tariffs on the parts, and the exchange rate is awful. That isn't their fault, and their car shouldn't have to suffer for it. If I can give them turbos for a few hundred dollars off, or ECUs for hundreds less, then I will, damnit! No reason their car's performance should suffer just because of their location.... Anyway, sorry for the rant... if you're looking to get that 4L80E controller, or anything from DIYauto/AMPefi (they are the same company) please let me know and I'll hook you up on the cost. Actually there are probably very few things you would need for your car that I wouldn't be able to hook you up on! hahah! You'd probably be surprised at all the companies I am a vendor for....
40
« on: July 17 2018, 04:55:59 PM »
If the Buick crowd figured out the auto tune it would seriously cut into the business model of those "tuners". They aren't doing that.
Sounds like this one will be the go to in no time. Everyone will have the base tune and be all over the "cool guy" I have an aftermarket computer .
Jason is way ahead now. Mid tens on the horizon and some high nines in the back of his mind.
As someone who sells the Turbotweak ECM (and Ihadav8 members can contact me for special..."promotions" for the cost on this ECU) I am really excited to see how spot-on Eric's tunes are, and how easy it seems for people to learn. For those who have recently purchased this ECU, how did you go about learning the Tunerstudio program? I have a local customer who is thinking of getting one of these, but I have never used Tunerstudio (other than play around with the program on my laptop, not hooked up to any ECU or vehicle) and I am looking for somewhere/someone who can teach me, or just show me WHERE to go in order to learn the Ins and Outs of the program. I have the drive, the desire, and the motivation to learn Tunerstudio. My problem is that I have looked far and wide and have not found anything that can teach me how to use this program, and therefore I am stuck in this purgatory of inability to learn Tunerstudio! Any help..ANY help..would be INCREDIBLY appreciated!!
41
« on: July 17 2018, 09:06:54 AM »
Seems a bit complicated for a Shout Box discussion
Once the technology has been discussed, it seems to me that the next logical progression is practical application. Pros and cons of vertical vs Horizontal tubes. End tank design vs practical application of said design on a given platform. Large tubes vs smaller tubes with regard to cooling via expansion within the tubes vs surface cooling or convection against packaging constraints, etc.
And, practically, is there any difference given packaging restraints-is there really any significant, demonstrable, gains to be achieved thru design over current available designs ?
Sorry, I got lost in my mind on this one...Dr Pepper has not taken effect yet this morning
Do you have an email account that I could please email you what i have written so far in the article? I have been going back over my descriptions of the definitions and trying to add more photos and examples to illustrate how that term/definition plays role in the intercooler design, and just what exactly does that specific term/word/definition/subject mean in relation to intercooler performance-how does it affect it? how does it influence it? where does that piece of information fit in with the grand scheme of figuring out what type of intercooler would work best for you? Right now I'm going back over the article and elaborating on each term as best I can, and then I plan to address things like you mentioned; horizontal vs vertical flow, bar and plate vs tube and fin, end tank design practicality vs the "ideal" end tank design, etc.. I am hoping that by the time I get to addressing the issues you mentioned, the subject matter will be easy to discuss because I will have directly, or indirectly, touched on many of those topics already in the article because of their relation to describing the terms and topics I started off with. For example, I may not have directly discussed the differences between bar and plate, and tube and fin, but I do provide pictures of inside the charge air passageways of both a Bar and Plate (BnP) and a Tube and Fin (TnF) intercooler, and in the photo you can see how the TnF core has far less space for the charge air to move through, relative to a BnP core of the same size. I do point out that difference in available passageway airflow when I am describing the photo. This is what I mean by not directly addressing the topics, but touching on them enough at the time to where at the end of the article, hopefully everyone is familiar enough with similar ideas or topics/technology/design features, that they can easily refer back to a certain photo or description I wrote that will help them understand the topic at hand. If you have an email that you would like to share with me, please let me know and I will send over the rough draft of what I have so far for this article. If you DO read it...BE GENTLE with your comments!!hahahah!! The article is NOT finished yet! Please keep that in mind! -Tyler
42
« on: July 16 2018, 11:45:13 PM »
I'm having a custom return line made up for my car.
It'll be special with a little golden sticker that says "#1" on it. Or it could be special in the sense it will be the very first official RPS return line kit, complete with adapter fittings for under the stock fuel pressure regulator and some worm gear clamps to secure the line to the sending unit
43
« on: July 13 2018, 10:32:30 PM »
My Weldon 2345A, before it was stolen, was almost 7yrs old. Now that I'm starting all over, my fuel pump is brand new ...also cause we haven't decided if we are going to go 2345A or a mechanical Weldon pump, the 34712 which flows 12.5GPM (that is Gallons per MINUTE), ran off the back of my dry sump oil pump via a Waterman cable drive system. If we go mechanical, I'll make sure to post up all the details and tons of pics!
44
« on: July 12 2018, 01:59:37 PM »
I don't know if things we think are Myths- I was hoping you would tell us
Does one get lag from a large mass of air sitting in long runs of pipes (FMIC?)
Myth: Man with hole in pocket feels cocky all day. Fact: I have never done this...yet. Like those kind of myths? ...kidding
45
« on: July 11 2018, 10:03:24 PM »
Tradeoffs? backpressure vs? effect of the air mass? myths?
Tradeoffs? What do you mean, specifically? Could you please elaborate? Effect of the air mass.....as it relates to what? What do you mean by that? Myths? I apologize, but at the moment I can't recall any myths about intercoolers.. ....do you mean like the "bigger is better" idea? Or like to "bigger piping is better" idea? So far I have the following sections with definitions and explanations; 1) Diffusion 2) Boundary Layer 3) Pressure Drop 4) Thermal Efficiency 5) Internal Flow Area After that I don't have anything. So if you want me to discuss one of your points you listed, if you could please elaborate more on what you meant, it helps me to know what I would need/want to write about, and how I'd like to approach the subject matter. Thank you, Tyler
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