in order for the silcone to collapse there has to be a vacuum would removing the air fliters help this problem just about got mine running would like to see max boost out of this kit

 

I removed mine about a month ago so I could make some more boost at the track. I made some screens to put over the inlets of the turbos. No problem making boost now. running 14-15psi right now and plan on turning it up to 18-20 if the tranny will take it,lol.

 

sounds good i will try it and see what happens

 

I suggested this awile ago when the whole duct thing came about. removing those air filters should be sufficient enough to prevent them from closing shut. the filters do look to be a little restrictive.
im gonna try the same thing if i ever feel the need to up the boost...

 

well what would be a better filter to put on there.

 

Honestly,, With the UMI K member that i went with ,,,theres almost enough room to put a cone filter right on the turbo itself. The only down fall i see would be takeing in hot engine air verses the cooler front of the car air not really sure how much this matters? but if mine collapses at 15psi ,where my boost is set ,,thats what im gonna try and do!!Is the cone filters right on the turbos themselves!!

 

I've got 10 bucks that says you'll never see 15psi with the intake ducts connected. It might spike to around 14-15 but then will drop like a rock.

 

yet APS somehow made 20 or 22 psi on their car....

 

wasnt that with the bigger turbos though?

 

no, it was with their base turbos but a wheel change in it, changed turbo or not, it was still on the standard ducts, no duct change was noted...

 

Duct collapse is not boost related but rather inlet flow related relative to inlet restriction. The result is less pressure in the duct than the atmosphere that surrounds the outside of the duct. When this pressure differential is greater than the physical ability of the duct the duct simply is squeezed smaller or shut by this pressure.

The design of the silicon ducting features a "flattened" section which is MUCH less resistant to colapsing that a round section of the same area. APS appears to be addressing the problem by strengthening that section with more layers of silicon.

While that fix should increase the resistance to collapse it does NOT address the need to eliminate the pressure differential. This differential reduces the power at any given boost and limits peak power potential.

If removing the filters improves this situation the filters are insufficient and need to be replace with better flowing filters.

I think it is a combination of filters undersizing as well as the ducting flow characteristics. If it were my car and I would custom build ducting that would eliminate ANY pressure drop. This is tricky to do on a kit and I understand why APS designed the parts as they did but this is not optimal.

For some good ideas on this check out the APS website and look at the differences in the stock C5 Corvette parts and flow path (same inlet style as the standard C6 ) vs. the C6 ZO6 kit.

http://www.airpowersystems.com/corvette/c5/lhs.jpg
http://www.airpowersystems.com/corve.../z06_eng_l.jpg

Something that would be interesting to know would be what the inside pressure actually is at various engine power outlets.

 

what about barnet idea. put filter right on turbo? will that work?

 

If there was room for a filter that was large enough not to be a restriction... yes... it would work. The reality is that with some effort a decent fabricator could construct ducts that would be colapse proof and also allow enough flow to not create a restriction. That is what APS is trying to do with the new C6 ZO6 kit and that is why I posted the links for review.