PTUNING S2000 Turbo System (Pics, Dyno, Pricing)
#181
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Join Date: May 2010
Location: San Diego, CA
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Originally Posted by Ptuning,May 28 2010, 11:23 AM
We will be offering an optional intermediate exhaust section with integrated high flow metal substrate cat.
We may consider building a dual exhaust system too, but it would definitely be later on down the road. For those that hate 3" single exhaust systems because of the noise, you'll be pleasantly surprised at how quiet a properly muffled single system can be.
- Toan
We may consider building a dual exhaust system too, but it would definitely be later on down the road. For those that hate 3" single exhaust systems because of the noise, you'll be pleasantly surprised at how quiet a properly muffled single system can be.
- Toan
#183
Former Sponsor
Thread Starter
Here is the CAD drawing of our integrated AIT, WMI, and vacuum block. The first sample should be machined here shortly. This CNC aluminum adapter block will be welded to the upper intercooler pipe, near the TB.
It will feature provisions for the factory AIT sensor for the DBW models and a plug for non-DBW models. It will also have an integrated WMI bung that is specifically designed to work with the short nozzle on the popular AEM WMI systems (other WMI nozzles with 1/8" npt bungs will work too as will N20 nozzles).
There will also be a removable vacuum block that can be integrated with the adapter block. This vacuum block will help clean up the ugly vacuum t-splices on non-DBW models and the DBW owners will like the fact that they will not need to t-off the brake booster line multiple times in order to get a signal for their BOV, boost gauge, WMI, FPR, etc.
The vacuum block will get its vacuum/pressure signal from the brake booster line (DBW models). The vacuum block will use one port for the intake manifold pressure source and one for the BOV. This will leave you with four additional ports that can be used for other vacuum source devices or they can be plugged with a standard 1/8" npt plug.
- Toan
It will feature provisions for the factory AIT sensor for the DBW models and a plug for non-DBW models. It will also have an integrated WMI bung that is specifically designed to work with the short nozzle on the popular AEM WMI systems (other WMI nozzles with 1/8" npt bungs will work too as will N20 nozzles).
There will also be a removable vacuum block that can be integrated with the adapter block. This vacuum block will help clean up the ugly vacuum t-splices on non-DBW models and the DBW owners will like the fact that they will not need to t-off the brake booster line multiple times in order to get a signal for their BOV, boost gauge, WMI, FPR, etc.
The vacuum block will get its vacuum/pressure signal from the brake booster line (DBW models). The vacuum block will use one port for the intake manifold pressure source and one for the BOV. This will leave you with four additional ports that can be used for other vacuum source devices or they can be plugged with a standard 1/8" npt plug.
- Toan
#184
Lookin good
Have you thought about changing the nozzle direction so that you are spraying water counterflow to the air stream to allow for better atomozation?
Will there be enough room for the AP1 guys to thread and tap the plate of a GM AIT?
Have you thought about changing the nozzle direction so that you are spraying water counterflow to the air stream to allow for better atomozation?
Will there be enough room for the AP1 guys to thread and tap the plate of a GM AIT?
#185
Originally Posted by ECale3,May 28 2010, 02:41 PM
Smog and CARB are worlds apart son. His car could pass the sniffer but would still fail emissions because the installed parts don't have a CARB EO#. A car can fail emissions in CA for a non-stock air intake if the intake doesn't have an EO number (Wanna know how I know? ).
Long story short, CA is super gay.
Long story short, CA is super gay.
#187
Former Sponsor
Thread Starter
Originally Posted by dsddcd,May 28 2010, 05:59 PM
Lookin good
Have you thought about changing the nozzle direction so that you are spraying water counterflow to the air stream to allow for better atomozation?
Will there be enough room for the AP1 guys to thread and tap the plate of a GM AIT?
Have you thought about changing the nozzle direction so that you are spraying water counterflow to the air stream to allow for better atomozation?
Will there be enough room for the AP1 guys to thread and tap the plate of a GM AIT?
In terms of the WMI nozzle location, we've had very good success on our race car with the nozzle being closer to the TB. Our TA tC race car makes 552WHP, 502WTQ on a GT35R at 26psi, revs to 8K and does so lap after lap. It does this on standard 93 octane gas and Boost Juice (50/50). We're definitely advocates of WMI, especially on street cars.
On a properly intercooled engine, we prefer to have the nozzle closer to the TB. We do not necessarily need the water to vaporize to remove heat from the air, this is the job of the intercooler. Having the the WM reach the cylinders in more of a liquid state serves to draw a lot of heat from the combustion chamber and thereby "effectively" increases the detonation resistance of the pump gas.
I'm not too sure how well I explained this......it is Saturday morning.....
- Toan
#189
Originally Posted by Mrfixit687,May 28 2010, 09:50 PM
Smog test = visual + sniffer. Failing either one makes it illegal.
#190
Looking forward to getting the full scoop on this kit. Looks very well put together.
Any plans on track testing? Seems like this kit would work well on track with the oil pump that you're using and optional cooling system.
If you need someone to test on track I am in the area and would be interested.
Any plans on track testing? Seems like this kit would work well on track with the oil pump that you're using and optional cooling system.
If you need someone to test on track I am in the area and would be interested.