Cessna's quest for 9's on a stock motor
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Your going through the trouble to increase flow with larger fittings on the valve cover, why waste air that's already in the charge system? Just seems like an over sight to me in a project where you are obviously trying to squeeze out every ounce of potential.
I am aware this setup includes speed density and nlts, so does my setup. Regardless of how little the BOV opens in between shifts the fact still remains it does open. I have seen the results of independent testing in wich it has been proven that recirculating decreases the rebound time it takes to ramp back up to full power.
Your going through the trouble to increase flow with larger fittings on the valve cover, why waste air that's already in the charge system? Just seems like an over sight to me in a project where you are obviously trying to squeeze out every ounce of potential.
Your going through the trouble to increase flow with larger fittings on the valve cover, why waste air that's already in the charge system? Just seems like an over sight to me in a project where you are obviously trying to squeeze out every ounce of potential.
So the catch can only has one line going to it and the other side will stay with the filter on it? Its a really nice setup and I definitly will pick that up when I finish figuring out all of what I need
I referenced the fitting to show that stm is willing to do the little things to achieve peak efficiency out of this setup, so why overlook something so obvious as recirculating the BOV?
The moment you disengage the clutch to perform a shift the vehicles load drops thus causing the BOV to crack open. Log it yourself if your interested in seeing it first hand. You will not maintain full calculated load in between gears during nlts.
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I understand that, but the boost will stay 1:1 as long as the Throttle body stays open. Boost is only a part of the load equation.
-Em
I agree with Ryu on this. Even with NLTS the valve will open, every so little. I have logged this on both my AEM and my stock ecu. I have seen loses in boost of anywhere from 5 to 12 psi drop between shifts. At a .25 of a sec shift it is about 5 psi and 1 sec is about 10 to 12 psi.
I have also been in car with some well known drivers and logged while they drove. The smallest loss in boost I ever saw was 3 psi between shifts on NLTS. The shift time was .12 of a second.
I believe the point he is making is that the recirculated BOV can help with this drop off. It has been proven that with a recirculated BOV the loss of boost and rebound is minimal. The test that were done showed that if a person shifted in .25 of a second there was about a 5 psi difference in boost loss. And a person that shifted SLOW at about 1 second saw a 1 psi difference. It showed that having a recirculated BOV was in fact good to have. These were done on a stock turbo. It helped keep the wheel of the turbo spinning and helped cut the rebound times almost in half.
I have also been in car with some well known drivers and logged while they drove. The smallest loss in boost I ever saw was 3 psi between shifts on NLTS. The shift time was .12 of a second.
I believe the point he is making is that the recirculated BOV can help with this drop off. It has been proven that with a recirculated BOV the loss of boost and rebound is minimal. The test that were done showed that if a person shifted in .25 of a second there was about a 5 psi difference in boost loss. And a person that shifted SLOW at about 1 second saw a 1 psi difference. It showed that having a recirculated BOV was in fact good to have. These were done on a stock turbo. It helped keep the wheel of the turbo spinning and helped cut the rebound times almost in half.
I agree with Ryu on this. Even with NLTS the valve will open, every so little. I have logged this on both my AEM and my stock ecu. I have seen loses in boost of anywhere from 5 to 12 psi drop between shifts. At a .25 of a sec shift it is about 5 psi and 1 sec is about 10 to 12 psi.
I have also been in car with some well known drivers and logged while they drove. The smallest loss in boost I ever saw was 3 psi between shifts on NLTS. The shift time was .12 of a second.
I believe the point he is making is that the recirculated BOV can help with this drop off. It has been proven that with a recirculated BOV the loss of boost and rebound is minimal. The test that were done showed that if a person shifted in .25 of a second there was about a 5 psi difference in boost loss. And a person that shifted SLOW at about 1 second saw a 1 psi difference. It showed that having a recirculated BOV was in fact good to have. These were done on a stock turbo. It helped keep the wheel of the turbo spinning and helped cut the rebound times almost in half.
I have also been in car with some well known drivers and logged while they drove. The smallest loss in boost I ever saw was 3 psi between shifts on NLTS. The shift time was .12 of a second.
I believe the point he is making is that the recirculated BOV can help with this drop off. It has been proven that with a recirculated BOV the loss of boost and rebound is minimal. The test that were done showed that if a person shifted in .25 of a second there was about a 5 psi difference in boost loss. And a person that shifted SLOW at about 1 second saw a 1 psi difference. It showed that having a recirculated BOV was in fact good to have. These were done on a stock turbo. It helped keep the wheel of the turbo spinning and helped cut the rebound times almost in half.
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I understand and am Aware that the Boost falls off. I just cant see how the valve will open if it remains 1:1 like it should if the Throttle body never closes. I will try it on the dyno and video it with the GOpro. Easy enough.
-Em
-Em