My '14 SHO has been plagued since day one with turbo compressor seals leaking oil. There are many ways for this to occur, however one of them is a restricted turbo inlet. I decided to measure what the pressure was doing in the pre turbo intake tube. So I hooked up a vacuum gauge to the factory port for the boost controller solenoid.







Then I ran the hose so I could have the gauge with me in the car.



As you can see when I mash the peddle and the boost comes up, I developed a 2 inch of mercury drop in my intake tubing. For a proper sized system, this should never happen.

John


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Curious if the same thing would happen with the stock air box. Not sure that would make a difference but just a thought.

I would say its similar to the gt500 guys when they pulley the car...inlet becomes a slight restriction...they upgrade

Is turbo inlet piping too small?...i would say no....is it too small for you?....considering you are probably running roughly 100% more boost than stock....then yes

Maybe your filter is too restrictive....you should retry the test with no air filter if you want to put that theory to bed....you have a large filter so if thats the case im not sure what else you could do

Shouldnt take a much bigger hose to fix the "restriction".  Not sure what performance benefits could be had, but if it improves reliability ...

I could test the intake restriction by going the other way first and putting in the stock box with paper filter, if it's intake restriction the impedence to flow should increase.

Performance wise this can lowering the inlet pressure increases the delta relative to the output placing one in a more inefficient region on the turbo map, ultimately increasing outlet temperatures more.

Boost wise on this tune I was probably about 17-18 psi. But you are correct, ajp that the more we turn them up the more we strain the supporting equipment.

Has anyone looked at the '15 F150 ecoboost?  Ford redesigned the intake system and the pre turbo piping is significantly bigger than the original setup. Wonder why...

I am going to rerun this test, there may be measurement error due to Bernoulli's principle that I need to eliminate.

In the mean time, thought experiment: if I told you I was going to take the pre turbo tubes and then told you I was going to make them an intake for a 500hp engine, would you think they are to small?

John

Side question...what is the full part number for your plugs?...LTR7 IX-11?

Here is what's in her now...




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Before you start thinking you have too much pressure drop, remember what a compressor is doing. By nature you will have a pressure drop of some sort. You also have to consider what is pressure drop/increase across compressor. Then you need to find out is what is the manufacturer acceptable pressure drop for both for optimum performance?

Testing Bermouli theory, goose engine at idle and in park and see what drop you get. Then back to MFG specs.

More is NOT always better. Incidentally, 2" mercury is very little anyways. I would not think that is beyond any normal compressor delta p across a filter.

Quote from: 91hybrid on December 06, 2015, 09:02:59 PM
Here is what's in her now...




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Are those the one step colder Torrie sells?

I didn't get them from torrie, so I don't know. I would suspect so though if the are NGK's


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Quote from: Dxlnt1 on December 06, 2015, 11:31:11 PM
Before you start thinking you have too much pressure drop, remember what a compressor is doing. By nature you will have a pressure drop of some sort. You also have to consider what is pressure drop/increase across compressor. Then you need to find out is what is the manufacturer acceptable pressure drop for both for optimum performance?

Testing Bermouli theory, goose engine at idle and in park and see what drop you get. Then back to MFG specs.

More is NOT always better. Incidentally, 2" mercury is very little anyways. I would not think that is beyond any normal compressor delta p across a filter.

2" of mercury equals 1psi. So at boost the inlet pressure is at 13.7psia instead of 14.7psia. That 1 psi drop is essential what happens at 2000 da.



I was looking at outlet temperatures with 2psi inlet drop as you can see inlet pressure really impacts output temperature by the impact on the pressure ratio. As seen below:



(This is NOT the correct maps for the factory turbos, just a close reference.)



(X axis = Turbo inlet temperature; Y axis = Turbo outlet temperature)

I don't disagree that for most, this is not important, but those pushing the limits, it's the little things that add up. I really don't care for stock turbos, however I plan on installing ATP's this spring, and this impedance will become even more of an issue.

Good discussion.

John


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So Im still thinking you have to be within MFG specs for optimum performance. Goose the engine at park and that will give a little credence to the velocity variable. Then try placing a fan in front of intake for comparison.

My thoughts are still until you know the performance curve of the compressors and its optimum, minimum and maximum specs it will be hard to qualify ANY results you see.

And you right, if you are tracking car, then every tenths of a second is difference in win vs loss

I have access a laser scanner to reverse engineer parts.

If someone is interested I can scan the turbo inlet parts and we could have someone create new larger ones.

This is what I have available:
http://www.hexagonmetrology.us/products/portable-measuring-arms/romer-absolute-arm-with-integrated-scanner

Almost a good solution for the pre-compressor restriction:
http://www.fordflex.net/forums/viewtopic.php?f=17&t=5651&p=64908&hilit=fastlane+cai#p64908

I am working on pre-compressor meth to jam more air/fuel into my Ecoboost.