Sure you do... at least in regards to this particular failure. To be positive that this is a boost issue is to be positive that his intake configuration is putting more air into #5 than the other cylinders. Being able to positively blame the outcome on boost allows you to name the root cause to be a fixed part. The possibilities, (in this case), are pretty much limited to uneven port work, (if any porting has been done), or a manifold issue. Any portwork would be the first thing I would look at, but if none has been done, the LIM would be my next check since it's an aftermarket part. If the LIM is measured to have equal-sized outlets, and each LIM inlet matches up properly to the UIM outlets for each port, that leaves the UIM's design as the root cause.
If you see an equal amount of head surface in all 6 ports when it's bolted to the heads, and things also look even when it's bolted to the UIM, you should seriously consider a different UIM, (being that you've ruled out fuel).
This may be a stupid question and may not even matter, but the EGR feed tube is AFTER the turbo in the exhaust right?
That was the deduction... I mean, with Tricker positively attributing the failure to boost, that seemed to be the only remaining explanation for the "how" part of the equation. Whether it were actual size differences in the ports or runners, and/or just better flow characteristics for the ports leading to that particular cylinder. It seems such a gross long shot to me, (especially in a boosted application), but that may be because I'm not so confident as to positively identify a root cause. In fact, I still think there is a very good chance that something else is going on here. But the runner discrepency theory is the only remaining possibility that I came up with, since they're solely blaming boost.
Yes, and this is a really good point man. To SOLELY blame boost and positively say that there is not a fuel and/or tune problem, is saying that the cylinders were definitely getting enough fuel to NOT show an A/F issue. Therefor, the PCM would not see the problem. All this, of course, given the expectation that the O2 sensor is reading accurately, which we have been taking for granted.
I'm thinking you mean each cylinder? That is definitely one way that I personally, would completely rule out a fuel issue.Couldn't he install individual sensors for each bank..like someone else has on here
I would expect so... as long as the manifolds could be bolted on for the test.
well, it's attached to the bank 1 exhaust headers. so yes, it is after the turbo.
sure thing. thanx guys for ur sincere interest in this
That makes it sound like it's BEFORE the turbo... as in between the head and turbo. After would be between the turbo & CAT or res or muffler.
Okay, that's what I was looking for. You threw me off when you said it was plumbed into the bank 1 header, because that is before the turbo. I think we're on the same page now though.
Okay, that's what I was looking for. You threw me off when you said it was plumbed into the bank 1 header, because that is before the turbo. I think we're on the same page now though.