Procharger Stage 2 Install

[gqneon]

Already dropped to 4.63 and no issues with inlet so far, I have the Procharger replacement on the way just in case. More torque down low, power definitely comes on sooner. Not a radical change but I like it. Fuel trims look good, trying to keep timing in it. Testing today with different plug gapping.

Tapatalk spelling errors inside!

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[z06psi]

Going back to the dyno or the track?

 

[gqneon]

If I can hold timing probably both

Tapatalk spelling errors inside!

 

[5.0 Steve]

Good work! PC needs to redesign the inlet and make it a 1 piece plastic pipe. Maybe JLT can help

 

[Barrel]

Good work! PC needs to redesign the inlet and make it a 1 piece plastic pipe. Maybe JLT can help

They have no intention of doing a solid piece. They think the stock one is fine but they're now shipping a new stiffer rubber tube for "clearance".

Boostworks is working on a solid tube, though.

 

[gqneon]

So on two different types of 93 Octane, one from Murphy's and then one Mobil, I had very similar knock retard come on at about 4500-5000k rpm or so in 4th. I imagine the slightly higher cylinder pressure is to blame, as I saw similar knock retard on the 5" pulley a little later in the curve with QT 93. I blended 5 gallons of 93 with 5 gallons of 100 Mobil, which should have been about 96-96.5 octane. I was able to pull 4th to redline with it still adding timing as opposed to taking it away.

Weirdest thing though, at about 10 psi and moving up, the boost gauge needle flutters until I shift, and the power doesn't feel linear, almost like it's lost its power. THAT's probably a tune thing. I'll send it to Lund to look at. Anyone else had fluttering boost needle towards peak output?

I thought it was just my old junk gauge but this new autometer does it too, so I believe it's happening. Very smooth and linear until that point, somewhere between 10-10.5 lbs it kicks in. Turbulence on the inlet side maybe? Since the retro elbow actually bends 90 then a few inches to the aluminum straight piping to the filter, I wouldn't think so, but who knows?

The gapping of plugs didn't appear to have any effect good or bad vs the 0.035, so I'm leaving them at 0.028 where I have them. It's probably a better gap for forced induction I imagine.

I can't see under my hood to see if the hose is collapsing some, but I'm not suspecting it at this point. On the dyno I'll video it, but it's rather rigid compared to the PC one I had and this one is a true bend not a long arc and it doesn't by design have areas that would tend to flatten out.

I'm going to put the race gas tune on it and see how it responds with race gas and the new inlet piping tonight. And I've got 5 more gallons of Mobil 100 in the garage for when I get low so I don't have to make a 60 mile round trip lol

 

[Barrel]

My dyno graph.

 

[Travis@boostworks]

Belt slip?

 

[ProChargerTECH]

They have no intention of doing a solid piece. They think the stock one is fine but they're now shipping a new stiffer rubber tube for "clearance".

Incorrect,

We changed to it because its easier to put on...
It just happens to be a little stronger.


So if a person pushes on it, with a race valve install (which shouldn't touch)
Or they run lots and lots of boost.
Its less prone to collapse.


So this weekend, I saw (3) 2015 cars in person,
All running 12+ psi,
All running our "old" inlet,
The only dyno I personally saw was 670rwhp on one car.
No issues with collapse what so ever.
Guys were all happy.

And again if a person is having an issue with their old one, just call us.
No worries.

 

[ProChargerTECH]

My dyno graph.

Belt slip?

Not belt slip, boost is logged on the graph and looks good.

Looks like the car yanked a bunch of timing at the end, or the cams moved, or IMRC's shutting. (Look at the boost curve up, as power is coming down)

 

[Barrel]

Not belt slip, boost is logged on the graph and looks good.

Looks like the car yanked a bunch of timing at the end, or the cams moved, or IMRC's shutting. (Look at the boost curve up, as power is coming down)

We're not going to agree on the inlet thing, so let's move on.

Rev Auto thinks the filter may be a restriction since it doesn't nose dive like that with the filter removed. Any info on what the filter is rated at?

 

[Phils15GT]

Regardless if the intake is/is not collapsing, I'm going to rock a screen over the inlet. However, if boostworks comes out with a nice intake that clears the race bypass, I might end up going with that.

 

[ProChargerTECH]

We're not going to agree on the inlet thing, so let's move on.

Rev Auto thinks the filter may be a restriction since it doesn't nose dive like that with the filter removed. Any info on what the filter is rated at?

The BOOST is increasing on that dyno graph at the end RAPIDLY.
If the filter was the issue, you would have the opposite happen.
A inlet restriction or air filter restriction is not that drop at the top of that graph.

But to answer your question

C7's = have been well into the 800rwhp range with it
2011-14 Stangs = Well into the 800rwhp range with it
SBC's = Over 1000hp

Actually the HEMI's run a smaller filter and make that same power level.
Some make more (900-1000)

 

[gqneon]

The BOOST is increasing on that dyno graph at the end RAPIDLY.
If the filter was the issue, you would have the opposite happen.
A inlet restriction or air filter restriction is not that drop at the top of that graph.

I was thinking about this and why I saw boost increases or fluctuation towards the top end of the range. IF an air filter / tube restriction occurred up high like that, it COULD rapidly indicate to the PCM a lower load that would begin closing the IMRC valves, causing a spike in boost (because of increased restriction at the manifold from the closing valves) or a fluctuation as a result. Just thinking out loud.

The only way for me to tell is to pop off my air filter from the inlet tube leaving everything else in place and make a pass without sucking up a squirrel or rabbit with that huge inlet pipe. I guess that would be easy enough to test, but I would hate to not have filtration for my intake even for a short testing phase.

It would answer my question about that being a cause of boost fluctuation up high too. I can't imagine that air filter being the culprit to airflow though, at least not just looking at it.

 

[Travis@boostworks]

What's your throttle angle when the drop off occurs?

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