Forged Performance: rcdash's Twin Turbo G35
07-15-2009, 06:48 AM
#82
The highest temp to date in 96 degF ambient conditions, boosting 15 psi and then sitting in stop-and-go traffic, has been 206 degF. I turned the fans up to 100% and it dropped right back to 195.
07-16-2009, 11:00 AM
#84
Yes, I moved the temp sensor to AFTER the cooler. Much more stable temp readings. I was able to re-use one of Chris's custom brackets and tucked and tied hoses - very secure - I think it'll be up to Forged standards!
The highest temp to date in 96 degF ambient conditions, boosting 15 psi and then sitting in stop-and-go traffic, has been 206 degF. I turned the fans up to 100% and it dropped right back to 195.
The highest temp to date in 96 degF ambient conditions, boosting 15 psi and then sitting in stop-and-go traffic, has been 206 degF. I turned the fans up to 100% and it dropped right back to 195.
08-22-2009, 08:40 PM
#87
Well, I guess the admins think I post here too often. 
Now that premium memberships cannot be renewed, that's gone for now... 
EDIT: The issue with renewal has been fixed! I'm premium once again!
Now that premium memberships cannot be renewed, that's gone for now... EDIT: The issue with renewal has been fixed! I'm premium once again!
Last edited by rcdash; 09-07-2009 at 05:33 AM.
09-24-2009, 04:59 AM
#92
You caught my ninja edit. Let me see what is allowed...
EDIT: OK, in the next 2 weeks the NOV 2009 issue of Modified Magazine has coverage of ZdayZ and the airstrip run! Lots of good pics. Go grab a copy!
Let me see what is allowed...EDIT: OK, in the next 2 weeks the NOV 2009 issue of Modified Magazine has coverage of ZdayZ and the airstrip run! Lots of good pics. Go grab a copy!
Last edited by rcdash; 09-24-2009 at 03:50 PM.
04-06-2010, 06:35 AM
#94
Okay, I think these are the two best pics that reflect my current setup. There's no good way to take a pic of the 1/2" hose going to the driver's side rear port, but suffice to say it just goes directly to the catch can and travels to the left of the breather as pictured below.
Here you can see the breather, the 1/2" hose going to the driver's side port on its left and the check valve on the right going to the intake manifold:
Here is the catch can with the t-junction also pictured, that sucks gases both into the intake manifold and driver's side turbo intake.
From the catch can:
- 1 hose goes all the way around to the driver's side valve cover port.
- the other hose goes to a tee
-- one end of the tee is 3/8" in size and goes to the cosworth (check valve allowing air to LEAVE catch can)
-- other end of the tee is 1/2" and goes to the driver's side turbo intake (check valve allowing air to LEAVE catch can)
* I think this would work, perhaps even better, with the driver's side port plumbing and passenger PCV breather reversed, but I haven't had a chance to redo the plumbing and datalog it. The reason I did it this way is that the passenger PCV nipple points up and this prevents oil from dripping out of the breather, but rather drips back down into the valve cover. If you drill open the driver's side valve cover port, then it really doesn't matter which way you plumb it.
I attached a picture modified from someone else's artwork, so the positioning of the components is a little off, but you get the idea. The arrows represent check valves. Please note that when I datalogged crankcase pressure, I was actually measuring pressure in the catch can. This set up limits crankcase pressure to 1 psi under 15 psi of boost and it provides 2-4 psi of vacuum at idle (in my engine).
Here you can see the breather, the 1/2" hose going to the driver's side port on its left and the check valve on the right going to the intake manifold:
Here is the catch can with the t-junction also pictured, that sucks gases both into the intake manifold and driver's side turbo intake.
From the catch can:
- 1 hose goes all the way around to the driver's side valve cover port.
- the other hose goes to a tee
-- one end of the tee is 3/8" in size and goes to the cosworth (check valve allowing air to LEAVE catch can)
-- other end of the tee is 1/2" and goes to the driver's side turbo intake (check valve allowing air to LEAVE catch can)
* I think this would work, perhaps even better, with the driver's side port plumbing and passenger PCV breather reversed, but I haven't had a chance to redo the plumbing and datalog it. The reason I did it this way is that the passenger PCV nipple points up and this prevents oil from dripping out of the breather, but rather drips back down into the valve cover. If you drill open the driver's side valve cover port, then it really doesn't matter which way you plumb it.
I attached a picture modified from someone else's artwork, so the positioning of the components is a little off, but you get the idea. The arrows represent check valves. Please note that when I datalogged crankcase pressure, I was actually measuring pressure in the catch can. This set up limits crankcase pressure to 1 psi under 15 psi of boost and it provides 2-4 psi of vacuum at idle (in my engine).
Last edited by rcdash; 04-06-2010 at 06:37 AM.
04-06-2010, 10:03 AM
#95
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thanks!! One of your previous PCV set-up you disconnected the line going to the into intake plenum. You stated your reason for doing so was because it was pulling too much vacuum during decel causing the car to smoke. Curious as to why you reconnected the line to the plenum
04-06-2010, 01:48 PM
#96
thanks!! One of your previous PCV set-up you disconnected the line going to the into intake plenum. You stated your reason for doing so was because it was pulling too much vacuum during decel causing the car to smoke. Curious as to why you reconnected the line to the plenum
Last edited by rcdash; 04-06-2010 at 01:49 PM.
I wish I had more time to make it look nice.
07-05-2010, 05:06 PM
#100
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Sorry to post on an old thread, but I'm just wondering about you current setup and what power you make right now and how the AT is handling it ??
Regards Micael
Regards Micael