Thanks for this documentation of your observations! Interestingly, most people don't realize that they SHOULD see a pressure drop after the intercooler due to simple math related to cooling the charge air. The same charge mass will create less pressure if the temperature is reduced (ideal gas law PV=nRT). In your case, your observation that there wasn't a pressure drop after the intercooler was absolutely noteworthy, and I never thought of it this way, so thank you! I'm curious to know if you also noticed an increase in drive pressure/EMAP with the holley intake on?
Now that people are finally beginning to understand that the measure of 'Boost Pressure' is actually a Restriction (ie. Intake Backpressure) value, we need to come up with a new way to measure and calculate wheel/rotor/impeller/shaft speed/RPM and Flow Potential at 'the air pump' and compare THAT to the engine's MAP sensor, in order to see things more clearly, in terms of efficiency and restriction etc. While this makes sense in my head for something like a ProCharger/Vortec Centrifugal or even a Roots/Screw (measured at the shaft, then calculated based on pulley size and impeller specs etc.....which a manufacturer obviously knows every value for), the same for a turbo obviously must take into consideration exhaust pressure (turning the shaft) AND wheel speed (compressing the air), as it's much less linear than a Supercharger. As there are far more smarter people in the world than me, I am sure that someone will come up with it. Hopefully what most people took away from this video (in broad strokes) was the fact that the Holley was 6psi more restrictive than the BTR, being the only items replaced/compared. As you stated, you previously knew that you had a steady 6psi drop at the Intercooler, yet saw it represented as having Zero loss after the Holley Change, the Holley re-introduced that 6spi of intake pressure via restriction. If this is difficult for some to understand, then consider a 2.9L Whipple making healthy 4 digit HP on a BBC @ 12psi read from the MAP sensor, yet using the same top and bottom pulley on the average Small Block would be triple digit HP, but represent as 19psi on the MAP sensor.......but give that Small block better heads and possibly more displacement and re-run the test using the same top/bottom pulley and existing Whipple setup and you might see it spit out 4 digit HP, with a MAP sensor reading (boost pressure) of 14 or 15psi (HP numbers not accurate, only used to get my point across)....
Do you have a boost pressure gauge on the intake and the back pressure sensor on the exhaust and a speed sensor on the turbo? What was your intake temp something doesn’t make sense no way you should’ve had a 15% correction at the same boost pressure. Were all the injectors flow tested prior to installation? May be an injector stuck open.
If you know the min cross section in the head, you have the intake larger at its min cross section and leave the intake rough, rough, rough. Just my opinion.
We were on a no prep, so it's tough to have sure data but about 4-5mph down and about 100+lb/hr less fuel from the previous outing on that surface. I'm assuming plugs would show it needed more timing if the theory is correct. It would be higher in the timing/fuel map then needed.
Yes, Power fell off and lost mph. Can't put a hard number on it as it was no prep. But we were .1 off previous data with better wheel slip % and weight
Yes, that was a few years back. The Hi Ram performed very well down low and the Equilizer shined past 7000. They were very close, both with their own benefits. The port is much different on the high ram than this one visually. My high ram was port matched as well.
That's weird, over a year ago I watched a dyno session, here on RU-vid, where they switched from a stock intake, to a BTR equalizer and lost 45 horse on a chassis dyno! Wonder what's up? They pulled it off and put the stock one back on. Might have been a LS3, I can't remember. I just remembered not to buy or recommend the Equalizer. The Trinity is a good/better intake.
That would be an interesting video to watch. I know the Equalizer really shines above 7000 over any of the others we have ran. I have not measured anything below that as that is where this motor lives at.
I believe you killed the port energy by doing what you did. You do not want to have port changing shape from the plenum to the flange. Minimal taper is better for flow. That really hurts the port energy. Especially entering the chamber. It also reduces the ability of the runner to pull fuel.
@@KrakenRaceSupply You would have to contour the entire port not just the flange area where it meets the head. Have you taken cross section measurements in the manifold?
Pretty good theory, I can tell you I went from a ls6 to a fast intake on my 370, it got richer, but went 3 mph faster, the problem was the exhaust was already restriction before a changed the intake, gained 4-5 mph with exhaust change
@@KrakenRaceSupply but it would be after the injectors so you’re not increasing the pressure differential between the fuel rail and the port. I don’t know that you and a flow restriction as much as you actually have a velocity drop right at the injector creating a pressure drop. I mean you could be but it’s exaggerated by the pressure drop
Is the injector penetration into each runner roughly the same in each manifold ? I am not familiar with EFI at all. If given free reign how much more or less than the 15% limit would each injector be told to run at with the new manifold ? The new manifold is clearly upsetting the distribution of the original air/fuel intake path. A 6 PSI drop over an intercooler @ WOT usually means it's not up to flowing enough air , (I read that 1 or 2 psi is acceptable) maybe cut the intercooler out of the equation & run the engine on a high octane gasoline or E85 from a US 55 gallon drum to stop detonation.
