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Old 11-28-2012, 05:32 PM   #211
Jason@JacFab
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Quote:
Originally Posted by Tayap79 View Post
Update??
Nothing worth noting. Still waiting on parts & pieces, and raw materials for the silicone insulation... Unfortunately I still haven't shipping any of the test intakes.

I did however finally get all of the pieces together to flow test through a throttle body, intake, and head. Perhaps I will report the results from that testing soon.
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Old 11-28-2012, 11:10 PM   #212
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Quote:
Originally Posted by mtbikerinme83 View Post
Looks like you have some knock retard occuring at about 4k RPM. Are you running 91 or 93 octane?

Back on subject, it looks good and nice numbers.
Can you explain what a knock retard is. I have a few others use this term, but don't know what it is.
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Old 11-29-2012, 07:14 AM   #213
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Quote:
Originally Posted by rberns View Post
Can you explain what a knock retard is. I have a few others use this term, but don't know what it is.
Quick answer. Knock retard is the ECM's response to perceived knock, whether from actual pre detonation (lean conditions, too much timing, poor fuel quality etc), torque management, or false knock ( headers hitting the chassis). KR = timing being reduced in a attempt to stop the knock.
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Old 11-29-2012, 09:17 AM   #214
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Good explaination! I had KR that was caused by a loose starter motor which happens to be about an inch or 2 from the right side Knock sensor!
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Old 12-08-2012, 11:52 PM   #215
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So, let's talk about "flow"...

A flow bench is a tool, much like a dyno. With a baseline, you can see gains or losses from changes made to whatever you happen to be testing... A dyno reading can change from run to run depending on many conditions. A flow bench reading can change but it is typically weather dependent. My flow readings may differentiate from the next guy simply because I am in a different state with a higher/lower altitude with a different climate.

That said, there has been some flow testing through an LS3 head, intake, and throttle body posted on the internet. These numbers will vary from what everyone else reports simply because of the reasons stated above, much like a dyno run from the same car on a different dyno, or in a different climate or location. However, if a baseline is established, the results will have validity as long as the test is completed in the same manner each time.

Next thing... Yes, a flow bench does not "flow" like an engine does. However, an improvement is an improvement. Why do people port heads? More flow... Why port an intake? More flow... Why headers??? More flow... Air in, air out...Right?! While bench testing may not flow the same as a running engine, more flow is more flow... Although it may not be as much in an engine vs as shown on a flow bench... More is more.

Now that we're all on the same page. I acquired an LS3 head (thank you Tracy @ RX!), intake, stock throttle body to test things I have on my flow bench. The following numbers were recorded at appx 2500'DA, 74deg F, @ 28" of water, .500" lift at the intake valve on cyl #3.

Head/intake/TB with NO intake system: 310 CFM
w/ Stock airbox/tube/filter: 294.8 CFM
w/ Stock airbox/tube/S&B Filter: 297.8 CFM
w/ an OTR intake: 300.9 CFM
w/ tube and cone filter: 303.9 CFM
w/ Complete JacFab intake: 306.4 CFM (w/ heat shield & lid)

It's really quite amazing to see how close the intakes are when flowed through the head/intake/tb vs by themselves as I've tested previously... However, of the intakes that I still have, they still flow more/less in order as I have tested previously without the head/intake/tb.

A little details about the competition? The cone filter intake is just that, but in it's best case scenario for flow, no heat shields, no lids, NOTHING blocking any kind of flow to the filter. The OTR is just that, an OTR "ram air" intake. The cone intake was tested with a brand new filter, the JF and OTR intake were tested with a freshly cleaned, and properly oiled per manufacturers specs filter. This particular test with the JF intake was with a K&N, but I am currently testing an S&B filter in the car. If you've followed my previous testing of filters in the stock box, the S&B flows more than the K&N... All of my dyno testing was done with a K&N. That said, I won't mention whose intake is whose other than my own, but know that I'm not playing with ebay intakes here, I have spent a lot of money to procure the best of the best to compare against, as well as a lot just developing this intake... I have no reason to falsify anything, If I thought that this design was bunk, I would have abandoned it long ago and joined the rest of the crowd to build another cone filter intake. The info is as I have personally found it to be. That's where the independent testing comes in...

While I have had some set backs recently with mine, holding back shipping of the independent testing intakes... I expect the first test intake will ship the week after next if all goes according to plan w/ fit int the car next week. The first tester should receive theirs before Christmas. If all goes well assuming there are no set backs prior to shipping the first, the second will ship to Lethal Racing shortly after Christmas...

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Old 12-09-2012, 07:40 AM   #216
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thanks for the update Jason.
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Old 12-09-2012, 09:34 PM   #217
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sounding like you are REALLY close................... can't wait
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Old 12-11-2012, 11:11 AM   #218
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Cant wait to see these drop sir!!

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Old 12-11-2012, 02:31 PM   #219
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Oooooo I just saw this thread. I have a Jacfab license plate holder that I like quite a bit. I would be very interested in another product from you.
Cheers
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Old 12-12-2012, 06:25 PM   #220
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Keep us updated
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Old 12-15-2012, 10:18 AM   #221
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I am still thinking on getting this when it's ready.
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Old 01-02-2013, 03:06 PM   #222
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Me too
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Old 01-08-2013, 08:59 AM   #223
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Any updates?


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Old 01-10-2013, 03:16 PM   #224
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Any updates ???? Still very interested in this product.
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