Also been working at redesigning my A2A bypass system. Firstly I had it routed hot side and know as you can see It routed from the cool side after it goes through the intercooler. I think also the KB 2.8L moves so much air the little 1.5" OD bypass cannot do it alone so I'm adding a twin. I think this will keep it cooler on the street and make for a safer setup all around. I will block off the other opening that was used originally.
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Yep I think that is what Vernon was saying...his general gist was ...isn't one bypass enough? I data log all my drag race passes and the inlet temps drop like a rock at the end of the quarter when i snap the throttle shut. I dont think a more dramatic environment could exist than going from full tilt 8000rpm wide open throttle to throttle closed... could it?KB tech Docs show the bypassed air moving from the discharge side to the inlet, not because of positive pressure in the discharge but because the compressor moves more air than the motor so it also creates more vacuum when throttle body closed. Again after the throttle body you have 2 air pumps the motor and the KB compressor both competing for air via the throttle body. Since the KB wins out in this battle the bypass will circulate that neg pressure air from the discharge to the inlet. I have talked with KB on this and I know this all seems counter intuitive, but hey assured me there was air movement even under vac.
oooo...aaaaahhh!!!! perty!Can't wait to see your setup guys, you inspire me. There are not many out there making big power with KB's and no doubt you guys lead the pack. I just finished with the fabrication and welding on my intake for the new dual bypass setup. I spent many hours in practice on Alum TIG welding and it paid off. I can now weld round pipe, "not easy", and even fill gaps which with alum is a challenge. Here is the completed setup.
Hey fellas could you shed some light one your oil level in the 2.8lc gear case. Since we had to run the blower discharge upside down we had to drill tap another oil dipstick hole on the front gear case. I did mine in the same spot but did not recess the dipstick hole like the bottom was however I did make a new level line lower on the dipstick the same amount of the recessed orig hole. Now I have been having really dark oil nothing smells burnt and the pulley without play back and forth so the spider gear should be fine. I'm running 7.5 crank and 2.5 blower pulley so the kb should be at its max 18000 rpm. I just changed oil and measured the amount that it took only 4 oz and that brought it up to the lower mark and with max blower rpm it should be 1/4 inch lower which would make the case only have maybe 3.5 oz.. That just seems like way to little oil to me.. Maybe the cover when run upside down changes the amount of oil or something. What has Been your experience with the oil level and how fast it get dark. Also seems like whenever I hit full boost and higher rpm the gear oil gets pump out pretty fast.