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The Terminator
Engine/Tuning
What do you think of this? Fuel starve?
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<blockquote data-quote="Jimmysidecarr" data-source="post: 10624654" data-attributes="member: 11681"><p>Is it possible there is more back pressure on the driver's side?</p><p>Is the intake manifold of a type or plumbed in a way, that at higher boost the air can blow in and stack up more on one side than the other?</p><p>Like on an 01 where the air comes in on the passenger side? I don't know if a side entry intake would allow one side to be favored by the inertia of the air or not.</p><p>I do know that many of the very high boost turbos use an intake like a Sullivan which is center inlet and are know for very even distribution even with wet/carbed draw through applications.</p><p>Maybe an oddity of a side inlet N/A intake showing uneven distribution is a stretch. </p><p></p><p></p><p></p><p>If the fuel rail inlet was on the passenger side like on a Terminator intake/fuel rail and the crossover hose had an internal wall failure(or leak) it could potentially restrict the driver side supply. You would know about a leak, you would not know about an internal wall failure. The problem is, I do not think the silicone appearing fuel cross over hose is even of a laminated multi-wall design,(like most fuel hose) which means it could not come apart and plug itself internally.</p><p>If the hose became kinked or compressed some how, it could restrict the left side feed.</p><p></p><p></p><p></p><p>There have been cases of PCM failure, where one whole bank of injectors are no longer driven. I am not aware if that condition is known to ever be intermittent however.</p><p>If one whole bank went lean, even a single wide band in a collective single down pipe, would read a lean condition unless the passenger side was extraordinarily rich enough to mask it.</p><p></p><p>Detonation we know happened, the piston and ring damage is from the higher temps of detonation heat, and would have made them grow out and contact the walls.</p><p>We just don't know what caused the detonation for sure.</p><p>We know it couldn't be octane, because that would remain constant side to side.</p><p>Fuel distribution is possible but it would almost have to be bank failure (of the injector drivers)in the PCM.</p><p>If the cross over hose checks out OK on the rail, then the rail becomes unlikely too.</p><p></p><p>Then we have to look at engine temp. We already know that these engine CAN get hot in the left head, even with the head cooling mod.</p><p>What was the sequence of events just prior to the damage event?</p><p>Was there more than one pull? How far up through the gears?</p><p>The possibility that the detonation may have been caused by a localized series of left bank hot spots, I do not think can be totally ruled out.</p></blockquote><p></p>
[QUOTE="Jimmysidecarr, post: 10624654, member: 11681"] Is it possible there is more back pressure on the driver's side? Is the intake manifold of a type or plumbed in a way, that at higher boost the air can blow in and stack up more on one side than the other? Like on an 01 where the air comes in on the passenger side? I don't know if a side entry intake would allow one side to be favored by the inertia of the air or not. I do know that many of the very high boost turbos use an intake like a Sullivan which is center inlet and are know for very even distribution even with wet/carbed draw through applications. Maybe an oddity of a side inlet N/A intake showing uneven distribution is a stretch. If the fuel rail inlet was on the passenger side like on a Terminator intake/fuel rail and the crossover hose had an internal wall failure(or leak) it could potentially restrict the driver side supply. You would know about a leak, you would not know about an internal wall failure. The problem is, I do not think the silicone appearing fuel cross over hose is even of a laminated multi-wall design,(like most fuel hose) which means it could not come apart and plug itself internally. If the hose became kinked or compressed some how, it could restrict the left side feed. There have been cases of PCM failure, where one whole bank of injectors are no longer driven. I am not aware if that condition is known to ever be intermittent however. If one whole bank went lean, even a single wide band in a collective single down pipe, would read a lean condition unless the passenger side was extraordinarily rich enough to mask it. Detonation we know happened, the piston and ring damage is from the higher temps of detonation heat, and would have made them grow out and contact the walls. We just don't know what caused the detonation for sure. We know it couldn't be octane, because that would remain constant side to side. Fuel distribution is possible but it would almost have to be bank failure (of the injector drivers)in the PCM. If the cross over hose checks out OK on the rail, then the rail becomes unlikely too. Then we have to look at engine temp. We already know that these engine CAN get hot in the left head, even with the head cooling mod. What was the sequence of events just prior to the damage event? Was there more than one pull? How far up through the gears? The possibility that the detonation may have been caused by a localized series of left bank hot spots, I do not think can be totally ruled out. [/QUOTE]
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What do you think of this? Fuel starve?
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