Quote:
Originally Posted by MANDALAY
Our SW20 has more room. The IC will be PWR cylinder design and be b/w the engine and the fire wall under the inlet manifold.
So air box > maf > SC > IC > TB
so the bypass after the IC or before ?
Also in that set up wouldnt the MAF get a better true figure since the temp at the air box maf will show a different temperature after the IC making tunning a bit skewed
|
Ah, I agree the cylinder design will definately package nicer in there. The bypass should be after the I/C, IIRC the closer to the T/B the better.
No the MAF won't get a better 'figure' or readings when after the S/C. It's designed for air flow @ regular atmospheric pressures. IMO thats a stupid way of doing things, basically a bandaid for those that didn't/couldn't figure out that you need to straighten airflow before it goes over the MAF sensor.
Quote:
Originally Posted by MANDALAY
BTW yes on the RED top does vent to the Canister.
The BOV , does it require a vacuum line? Under the inlet manifold there is a 3 mm nipple that just has a rubber stopper. Could that be a source for the vacuum?
|
The FPR vacuum line may go the cannister. But I think it's just using the cannister as a vacuum source. And not as a vent.
Yes both a BOV & Bypass valve require a vacuum line from a source behind the throttle body to actuate the diaphram (so they'll work when the t/b shuts and the pressure differential behind & before the t/b causes the diaphram to open and blow off/bypass). 3mm opening should work, it'll take a standard 5-7mm vac hose due to the nipple size won't it?
Andrew