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Just tossing something out from noticing you talk about running a blower guard.
Last weekend on the dyno had a guy come in with a piston/rodded LS1 and a D1x. He mentioned that having his blower guard on murdered his power band and sucked down the PSI. Was maybe double the size of holes you would see on a stock LS1 MAF screen and kind of figured whatever maybe a bad/weird reading data point. Pulled it off and started dynoing. After figuring out issues and getting good power without it on, he mentioned he had a bellmouth from Procharger he wanted to try. Having run an open/no lid fbody that dropped 50whp from sucking in hot radiator air and where his procharger was positioned I figured same kind of thing might happen. Mind you it might have only grabbed 1/3 the hot air, but figured would be enough to kill power. Going from nothing on it to the bellmouth there was a gain of 72whp calling it at 974whp. In doing that it did pick up boost peaking I believe around 25 compared to the 21 - 21.5 w/o the guard. No other changes. Blew my mind then for giggles we tossed on the screen he drove in with just to see what it would do, psi dropped to 15 from the 20 we saw all day.
The other crazy thing was he had a 6" shearer fab intercooler and never got more than a 5* swing in IAT during a pull. I'm sure be different down the track and see some increase, but the IC definately can make or break power.
All that to not totally beat a dead horse, but if you aren't cracking into 4 digits with spinning the F1, has got to be more going on from the standpoint of restriction or flow coming out.
Just tossing something out from noticing you talk about running a blower guard.
Last weekend on the dyno had a guy come in with a piston/rodded LS1 and a D1x. He mentioned that having his blower guard on murdered his power band and sucked down the PSI. Was maybe double the size of holes you would see on a stock LS1 MAF screen and kind of figured whatever maybe a bad/weird reading data point. Pulled it off and started dynoing. After figuring out issues and getting good power without it on, he mentioned he had a bellmouth from Procharger he wanted to try. Having run an open/no lid fbody that dropped 50whp from sucking in hot radiator air and where his procharger was positioned I figured same kind of thing might happen. Mind you it might have only grabbed 1/3 the hot air, but figured would be enough to kill power. Going from nothing on it to the bellmouth there was a gain of 72whp calling it at 974whp. In doing that it did pick up boost peaking I believe around 25 compared to the 21 - 21.5 w/o the guard. No other changes. Blew my mind then for giggles we tossed on the screen he drove in with just to see what it would do, psi dropped to 15 from the 20 we saw all day.
The other crazy thing was he had a 6" shearer fab intercooler and never got more than a 5* swing in IAT during a pull. I'm sure be different down the track and see some increase, but the IC definately can make or break power.
All that to not totally beat a dead horse, but if you aren't cracking into 4 digits with spinning the F1, has got to be more going on from the standpoint of restriction or flow coming out.
I'm not sure if you are familiar with where the procharger sits on a GTO, but the face the inlet backwards towards the firewall like I think they do on a 6th gen Camaro. The issue is especially on an 04 GTO the inner fender well and coolant overflow tank are in the way so I cannot fit a bell mouth. I could try taking the blower guard off at the track and see if it makes any difference. I have considered cutting out part of the inner fender to hopefully open up some more air flow to the inlet on the procharger.
I'm also really liking the idea of the shearer intake manifold with the intercooler incorporated. I think this would make everything more simple as far as the piping from the procharger to the throttle body to save more weight on the nose.
It's the one on the far left in this video and is rated for 2300 hp which I do believe with this style it's best to way over kill it on the hp rating. He states they have tested these and seen less pressure drop with the 2300 hp version over the 1800 hp versions. They are pricey but when you consider it anything you do at this point to gain 50-100 rwhp is going to cost thousands of dollars whether it be heads, a bigger head unit, intercooler, bigger headers/catback, etc. No way around spending money at this point.
Looking under the hood I may have a decent plan to do this rather easily.
Basically I could remove the current intercooler and all the charge piping after it. I would keep the current charge pipe from the blower to where it connects at the bottom of the current intercooler. From there I would go straight over and up over the radiator to the throttle body. If I cut the lip there I can fit a 4” pipe. If I get the Holley low ram bottom shell kit and the 2300 hp shearer intake it should fit under a 4” cowl hood.
Best news is wife is onboard after I explained how we may gain boost and have lower iat while cutting weight without the big intercooler, extra piping, and fiberglass cowl hood instead of the current stock steel hood.
Any concerns with this plan? Tank in trunk and hoses under car. Fuel system may need changed up a bit due to location and im about due for a second magnafuel pump or possibly aeromotive higher flowing single. Don’t know on that yet.
Forgot how crammed the bay is in a GTO. Always think it is similar to that of a G8, but they clearly moved things around when they redid them. Short of deleting res tank and deleting/relocating ABS, not much room in those engine bays.
I think your plan is sound. I wouldn't bank on too much weight change, would net similar or possibly even more I imagine, don't forget if doing a trunk setup for cooling water weighs a lot, especially when typical trunk tanks are 5 gallon. I think it would gain from a larger inlet too from standpoint of airflow.
Forgot how crammed the bay is in a GTO. Always think it is similar to that of a G8, but they clearly moved things around when they redid them. Short of deleting res tank and deleting/relocating ABS, not much room in those engine bays.
I think your plan is sound. I wouldn't bank on too much weight change, would net similar or possibly even more I imagine, don't forget if doing a trunk setup for cooling water weighs a lot, especially when typical trunk tanks are 5 gallon. I think it would gain from a larger inlet too from standpoint of airflow.
I've already got weight bolted into the rear for ballast so I could remove some of that and replace it with the weight of the water tank.
If you’re gonna switch to a2w I’d highly recommend a pierburg cwa400 pump. Lethal sells a trunk tank and pump setup that looks great and these things are like fire hoses.
just make sure you insulate the tank and lines as it will condensate and drip in your trunk.
I currently have a single nozzle water/meth injection system with the nozzle placed between the current a2a intercooler and the throttle body. Any issues with using a meth nozzle before the throttle body with an intake integrated a2w intercooler like the shearer? Basically the water/meth would be flowing through the intercooler. I wouldn't expect puddling to be a concern as it could be when spraying pre-a2a type intercooler.
I wouldn’t see it being an issue but I’d be more inclined to turn that into some type of post IC spray bar directly under the IC core if you are using it for fuel supplement. Shearer intercoolers flat out work and IAT’s stay in check with a good flowing system.
A lot of TVS blowers people run meth pre TB and it has to still go through the heat exchanger in between the blower and manifold.
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