LB7 Turbo on an LLY
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assuming your addressing the valve bridges under the "valve train" that is pretty much it for up to 4500 rpms
Back on topic....
Rick's schedule and mine are not meshing. We both intend to move forward on the swap at some point. However, I only have 3 weeks till I hit the road for my fall professional obligations and will not have another window to do this till October.
Maybe a mid winter run to Kennedy's and use the treadmill to simulate OH again like PUSU.
Rick's schedule and mine are not meshing. We both intend to move forward on the swap at some point. However, I only have 3 weeks till I hit the road for my fall professional obligations and will not have another window to do this till October.
Maybe a mid winter run to Kennedy's and use the treadmill to simulate OH again like PUSU.
For the majority of those looking for improvement, a turbo swap would not likely be a viable alternative. I do commend the effort, in the interest of discovery, invaluable.
I personally would like to gander deeper into the workings of the VVT, to see (as you probably have done, Jon) where some real benefit can be had to overheat resistance.
Can simply opening up the vanes get us back on track?
Is the VVT fighting itself (egt)?
EFI will be helpful in doing this analysis. First, it would be helpful to have an understanding, defintively, of the feedfoward and feedback mechanism, a mystery to some of us.
I personally would like to gander deeper into the workings of the VVT, to see (as you probably have done, Jon) where some real benefit can be had to overheat resistance.
Can simply opening up the vanes get us back on track?
Is the VVT fighting itself (egt)?
EFI will be helpful in doing this analysis. First, it would be helpful to have an understanding, defintively, of the feedfoward and feedback mechanism, a mystery to some of us.
ambient temp after CAC
Did the same test on my truck, this time sampling the driver side (T1) the pass side (T4), and 2 others between them. CAI installed.
Did a little empty stop and go, then loaded it up at 14:51, a 45 second test. Who knows what this would be after 10 minutes.
The avg ambient temp presented to the radiator is about 190, 220 being the hot side, 160 the cold side.
95 out today. You are on the right path Jon, I think.
Anyone in the area with an LB7, I can rerun the test.
Did the same test on my truck, this time sampling the driver side (T1) the pass side (T4), and 2 others between them. CAI installed.
Did a little empty stop and go, then loaded it up at 14:51, a 45 second test. Who knows what this would be after 10 minutes.
The avg ambient temp presented to the radiator is about 190, 220 being the hot side, 160 the cold side.
95 out today. You are on the right path Jon, I think.
Anyone in the area with an LB7, I can rerun the test.
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Fingers, recall the test charts for drive pressure last year.
On each run, drive pressure increased precipitously early in each run. Looking back at those charts, I find no relationship that would cause that. Did you draw a conclusion, other than boost induced? A downshift? Too bad we weren't logging vane position.
Is there anything I can do to help out with your swap experiment?
On each run, drive pressure increased precipitously early in each run. Looking back at those charts, I find no relationship that would cause that. Did you draw a conclusion, other than boost induced? A downshift? Too bad we weren't logging vane position.
Is there anything I can do to help out with your swap experiment?
BTW, I have done some logging on an overheater here, I looked at the logs and couldn't figure out why vane position was higher than the "target". I looked deeper and saw that vane position is constantly running up against the "turbo vane target position maximum" table B2224.
We were using a pred tun, and he had a BS on also, FWIW.
We were using a pred tun, and he had a BS on also, FWIW.
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