tortuga

That dimpled "liner" is actually just the underside of the hood. No liner on there at all. His is just pretty because of his fancy green paint
rip off your ratty, toasted liner and you'll have the same dimpled hood underneath. But you lose the logo of course, and the extra noise dampening I suppose

Holy Moly, I had no idea! Thanks for that enlightenment.
Still, I have the option of using the logo liner, yet.

Definitely! I have a patch that tore up above the alternator so I just cleaned up the tear with some fine scissors til it looked like part of the headliner design and filled in the logo with a silver sharpy. Oh yes, its that classy

Eeww, silver Sharpie is a leap of logic! I'll go with that when I get there. Thanks!
BTW, that's one clean engine shot!

Haha I know! It's lasted really nicely though to my surprise. And thanks, poor car lives outside in Washington so I keep it as obsessively clean as I can

Sorry for the derail Codith!

Latest on the turt

Oil pressure sending unit which was replaced with a new one about a year ago along with the latest engine build took a shit. Two good streams coming out the connector fast enough to pretty much empty the oil pan in about 15min or so of running which I nearly did. I saw my oil light come on as I was pulling into the parking lot at work. My roommate dropped off all my random bottles of oil and similar stuff which I put in so I could drive the car home to fix it. I know these pressure sending units do this but one year? cmon! The original one with tons of miles/years was fine as far as I know. I replaced it as a precaution. Am I unlucky or does the aftermarket ones suck?

ps: don't ever use the nut-less npt unions right on the oil filter extension for adding an oil pressure gauge unless you want a whole new world of butt-hurt when you have to take it off!

Codith, did you ever solve the issue with KR at cruise, but none at WOT?

AA wrote:

Codith, did you ever solve the issue with KR at cruise, but none at WOT?

Yup! raised the KR enable rpm to 3000. So no not really. I was testing/playing with stuff left and right and getting nowhere. The next thing if I don't find a problem and/or convert the pcm/knock sensors to 98+ might be to bring the car to PRJ. That's if I don't get anywhere with it by Mayish. I really want to get kinks worked out this year and see what this turt can do!

I was reading about EGR the other day and learned it is one of the ways engines can run extreme timing (30-40° BTDC) at low RPM for cruising. Our timing tables allow 38° BTDC with TCC lock-up. These are max load conditions, and if your EGR is blocked or otherwise disabled, might be causing the issue at low RPM cruise, while not at WOT.

AA wrote:

I was reading about EGR the other day and learned it is one of the ways engines can run extreme timing (30-40° BTDC) at low RPM for cruising. Our timing tables allow 38° BTDC with TCC lock-up. These are max load conditions, and if your EGR is blocked or otherwise disabled, might be causing the issue at low RPM cruise, while not at WOT.

I did a fair bit of scanning with EGR 'desired' and 'duty cycle' and found that it doesn't really work at all until you're at a higher speed cruise/light accel, something with some throttle & loading and TCC lock-up helps like you said however KR was pegging basically as soon as I touch the throttle most of the time. I'm talking 1-2% tps, enough to get over 1000rpm, car's not even hardly moving at that point. And of course once it's pegged it can only decay slowly unless you let off. Also one of the first things me and James tried tuning-wise was back timing off in those ranges a little, then a lot. There was zero affect - it didn't care.

Codith, do you have your EGR blocked off? And what is a Karma GenV? Did you just get it from Karma or did he port and polish it, or what?

charlieRobinson wrote:

Codith, do you have your EGR blocked off? And what is a Karma GenV? Did you just get it from Karma or did he port and polish it, or what?

Yeah, the EGR is gone. It dirties up the intercooler so pretty much everyone always deletes it with an IC install.
The blower outlet was done by Andrew (Karma). The lower half of page 7 of this thread has pictures of that. All the inlet porting/polishing I did is in the supercharger porting/polishing thread.

Would you recommend using the EGR module on the Gen V until an intercooler is installed then block it or block it right after the Gen V swap?

charlieRobinson wrote:

Would you recommend using the EGR module on the Gen V until an intercooler is installed then block it or block it right after the Gen V swap?

I would definitely leave it on until the IC install. It's a good thing to have when it's not hurting anything (the intercooler core). In fact, I was thinkin about keeping mine on even with the IC but James talked me out of that.

I'm running an EGR on my GenV and it has no problems. Good for efficient cruising as far as I can tell.

EGR reduces peak combustion temperatures. In the early days of emissions control, deleting the EGR alone would make an engine sound like a diesel.

turtleman wrote:

The block-off plate's totally done. Thanks to Andrew, Terry, and myself. It's the smallest things that need the most attention sometimes.

What is the purpose of that plate? Never seen it before.

Blocks off the superchargers silencer holes. Reduces heat and improves efficiency according to Eaton themselves. Welding risks warping the rotor bore, and filling with something like JB weld has a high chance of coming loose. (The cobalt guys had a bunch of issues with that.)

That was the first version made for the GenV.

The new version is similar to the latest M62 plates:



And since I'm sure you are going to ask about the porting shape on the Turt blower, the outlet was opened by a bit more than was blocked with the holes. The shape was made to optimize the airstream for a GenV like this one running a tiny SC pulley.

I don't really think the blower is notably louder with the vents blocked off and the outlet work but it actually boosts more than the ported gen3 I had. When I took the gen3 off I had a 3.2 pulley on it and it would peak around 11psi, usually saw more like 10-10.5psi. The new setup with this gen5 makes about 12.5psi all the time with the same size pulley. Also the new cam and heads flows more than the old setup so that's pretty significant. I was expecting too see about the same boost at WOT and instead found more. It's possible my old gen3 was really worn and tired but I wouldn't think that much, the coating on the rotors was decent and it was fully ported.

80# injectors Cody lol???? aren't those a bit big? whats your duty cycle at?

98riviera98 wrote:

80# injectors Cody lol???? aren't those a bit big? whats your duty cycle at?

What kind of injectors are needed for E85? I thought fatties were necessary?

charlieRobinson wrote:

98riviera98 wrote:

80# injectors Cody lol???? aren't those a bit big? whats your duty cycle at?

What kind of injectors are needed for E85? I thought fatties were necessary?

Bigger ones are needed.. but IMO 65's aren't too big and aren't too small for his setup.. but maybe he has plans on a 2.6 pulley soon or something

98riviera98 wrote:

charlieRobinson wrote:

98riviera98 wrote:

80# injectors Cody lol???? aren't those a bit big? whats your duty cycle at?

What kind of injectors are needed for E85? I thought fatties were necessary?

Bigger ones are needed.. but IMO 65's aren't too big and aren't too small for his setup.. but maybe he has plans on a 2.6 pulley soon or something

the nitrous, it's fueled through the injectors too

turtleman wrote:

98riviera98 wrote:

charlieRobinson wrote:

98riviera98 wrote:

80# injectors Cody lol???? aren't those a bit big? whats your duty cycle at?

What kind of injectors are needed for E85? I thought fatties were necessary?

Bigger ones are needed.. but IMO 65's aren't too big and aren't too small for his setup.. but maybe he has plans on a 2.6 pulley soon or something

the nitrous, it's fueled through the injectors too

oh dear lord. get a wet shot