Yes, no mention of the port match. I know someone posted it before but what is the diameter of the stock TB and what is the diameter of the inlet port? That's great that they're sending you a C&L to compare. Awesome. Interested in seeing that. We still don't know why your a/f didn't appear to change as expected. I'm thinking inlet port size or turbulence there. Could be throttle calibration but I would have expected Arrington to have matched that to the throttle signal. Maybe there is variance from one TB to the next and they need calibration? Do you have a predator? hook that up next time and log during the pulls. Timing and KnR. Don't know if the predator logs it but MAP, (load if they have it), rpm, IAT, ECT. whatever else.
Ya, Ive logged with the new 90mm for my tune adjustments. This is a work in progress and I have every intention of keeping you guys informed. I dont think its the CAI but Im willing to try it for arguments sake. Heck, we may be wrong. Ill try the TB calibration as well, need to check on that one. Port matching the intake is also in the works, but I would like to try the C&L first. I may have to delay the port for a week.
Give me a favor guys, dont let this die out. This is going to benefit all of us once its figured out by a 3rd party. If its not me, someone will and its going to help us go faster Thats my goal anyway, lol.
PPP called me today and as promised they are sending me a C&L to test. I did get clarification on their dyno results posted on Arringtons site. Each graph had a separate CMR done prior to the dyno results. So the cai pull and 90mm pull, each were CMR'd for maximum results. No doubt this the best method, I just figured Id see gains without touching the tune, but we will see.
I'd expect a physical change to make some difference. Either good or bad using the same tune. In your case, without opening the inlet port to match, there might not have been a (positive) physical change. So maybe the turbulence or flow characteristics from the air hitting smaller diameter lip might have actually had a negative effect. or it could have been something else you weren't logging. I didn't notice, were their results with or without a port matched inlet? Yet another big question I asked on my "Let's talk about knock retard" thread. Let's say you have timing set at 22*. Let's say at 22* you're getting 4* knock retard. That would bring your actual timing down to 18*. My belief is that you would need to set your timing at 18* to eliminate knock retard without changing anything else. This is to say that I don't believe the PCM "over compensates" when detecting knock. Assuming that to be true, is running 22* timing with 4* KnR any different than running 18* timing? If this is valid then explaining your results with knock retard wouldn't be right.
The arrington doesnt use an inlet, it bolts right on. The LMSpeed version I believe does but I do not believe its a perfect match, its an adapter from what Ive read. Tuning is getting worked on and so is the porting. My main issue is with the add that says a gain of 18hp on stock everything. It really needs a CMR to get the desired result and Im with you, the intake needs to match.
I just mean the hole into the manifold after the TB. Seemed to me there was some backpedalling on that. It was always qualified with something to the effect that you need manifold work to take full advantage of it. and then it was sort of like you might not see significant gains without the manifold work... But that was before any evaluations and I could be wrong on that because I kind of glossed over it at the time.
The Late Model Speed adapter plate opening is 90mm. I have their TB setup sitting in my garage. I have not been able to test it, though, because the mounting holes used to bolt the adapter to the intake manifold were misaligned on my adapter. I am waiting for them to send me a new adapter plate. I am then going to dyno with the stock 6.1 manifold/stock TB, switch to my ported manifold/stock TB, then swap in the 90mm on the ported manifold. Each combo will have the tune tweaked to get as close to ideal as possible.
Cool, keep us informed. I have yet to see a picture of the LM next to a stock TB or the arrington. Would be nice to see how they size up. Quick, if Im not mistaken, all the intake manifold porting comments were made about the LM throttle body, not the arrington. I may be wrong though.
All of our results were with a bone stock manifold on both the arrington 426 and the bone stock 300. It will be interesting to see what happens with the C&L. If it truly flows as much as they claim, you should see a leaner air/fuel and will need to add fuel. If your car was tuned for 12.2 air/fuel and the air/fuel is now 12.6, its possible you have some KR. Also, when you get ready to do the next series of dyno testing, log IAT, KR, Pratio, rpm, and ECT. IAT and ECT are unknown factors in the first test and it will be good to see what the actual temps are for each run. How do you like the C&L so far?
