Author Topic: Franken motor! (Read 145498 times)

935racer · « **Reply #255 on:** March 23, 2008, 05:23:05 pm »

Quote from: "zukgod1"

Quote from: "MJF"
[t´s GT2359V, ~47mm inducer with ~35psi boost. I know I´m pushing the turbo way over limits, but the engine needs boost to make power :?

At what point do we start to worry about bending rods?

30 psi?
35 psi?
40 psi?

Anyone? I actually really need to know this one, I'm also very curious as Dave's engine is obviously very capable of high boost #'s and I think I remember reading he has a stock bottom end.

I've run 40 psi no bent rods. I'd be running 40 psi daily right now but I don't have enough fuel for that kind of boost with this big of turbo.

subsonic · « **Reply #256 on:** March 23, 2008, 06:37:31 pm »

When are you going to lead the attack again? 200hp can't hold the hill forever :twisted:

DVST8R · « **Reply #257 on:** March 26, 2008, 10:04:27 pm »

Well I may have an answer on the larger injectors loosing power. After doing some research on 1stgen cummins (they use the same VE pump) and a few guys have lost power on going to big injectors without enough pressure, as they speculate that there is not enough atomization with the big holes and stock pressure. To the point where 6X.016 sticks made 30hp more then 6x.018sticks, with a stock 12mm pump.

Sound familiar??

A mod that is becoming common thing to do in the cummins VE world is to put 50psi+ inlet pressure into the pump, but to run this you need a retaining snap ring on the front seal of the pump or it will just pop out. This helps with fuel, timing and keeping the 14mm head cool and lubricated enough to survive.

So with all of that being said I think the bigger nozzles need a higher popping pressure and we should try feeding 25psi + into the IP.

subsonic · « **Reply #258 on:** March 27, 2008, 06:26:23 am »

Quote from: "DVST8R"

Well I may have an answer on the larger injectors loosing power. After doing some research on 1stgen cummins (they use the same VE pump) and a few guys have lost power on going to big injectors without enough pressure, as they speculate that there is not enough atomization with the big holes and stock pressure. To the point where 6X.016 sticks made 30hp more then 6x.018sticks, with a stock 12mm pump.

Sound familiar??

A mod that is becoming common thing to do in the cummins VE world is to put 50psi+ inlet pressure into the pump, but to run this you need a retaining snap ring on the front seal of the pump or it will just pop out. This helps with fuel, timing and keeping the 14mm head cool and lubricated enough to survive.

So with all of that being said I think the bigger nozzles need a higher popping pressure and we should try feeding 25psi + into the IP.

Quote from: "Giles@PerformanceDiesel"

Hey Dave

I have proven on my Test Stand that if you feed the injection pump with
more than a positive feed then it will increase the dynamic flow of the pump

if you decrease you static timing a bit to compensate for the increased
internal pressure which will give you more advance earlier on.

what static timing do you have it set at now?

hope this helps you get over 200
try 15 psi first

Giles

That's R + D right there!

lord_verminaard · « **Reply #259 on:** March 27, 2008, 08:19:11 am »

Quote from: "DVST8R"

Sound familiar??

A mod that is becoming common thing to do in the cummins VE world is to put 50psi+ inlet pressure into the pump, but to run this you need a retaining snap ring on the front seal of the pump or it will just pop out. This helps with fuel, timing and keeping the 14mm head cool and lubricated enough to survive.

So with all of that being said I think the bigger nozzles need a higher popping pressure and we should try feeding 25psi + into the IP.

Hmm, maybe I WONT get rid of my CIS fuel pump when I swap to diesel- just slap a regulator on there and dial it in! This snap ring, does the front sea recess have a groove in there for a snap ring or would it need to be machined?

Brendan

Tintin · « **Reply #260 on:** March 27, 2008, 03:57:00 pm »

I never tested but I do not see what are the difference to fill the pump with 10psi or 50 psi, I think that 10psi it is sufficient and 50psi does not change anything, put aside to push 50psi on the front of the timing piston to harm its movement.....

Why that takes a retaining clip for the front seal, a VE pump can go up until 150psi without problem?

I guess that the lower result it's caused by a higher open.. pressure of the injector, AAZ 150/200B (less fuel) maxed with improper injection angle of the merc nozzle.......would be necessary to measure the IQ and timing piston travel with the two injector with the same pump adjustment.

thedeezel · « **Reply #261 on:** April 08, 2008, 12:17:06 pm »

BUMP

Anything new with the Franken motor?

DVST8R · « **Reply #262 on:** April 08, 2008, 05:40:02 pm »

Well I talked to Dave on Thursday, as he had to ship some things up to me. Right now he has 16 tdi downpipes, in front of him, 2 audi 5cyl manifolds, and a 9sec roll cage for a honda. All of which need to be done by the end of April. So as of right now, the only thing he has done to the Jetta, is drive it from work to home and back. He is really coming into his busy time with race season just starting. If I had to venture a guess, the jetta will not see any love for a couple month's till the race season starts to wind down.

RabbitJockey · « **Reply #263 on:** April 08, 2008, 07:25:47 pm »

pretty much every garage is this way even just the normal ones... i dunno why since they can work on your car in the winter too but for some reason people get *** done in the spring haha

Fionn · « **Reply #264 on:** April 10, 2008, 01:52:31 pm »

Quote from: "935racer"

I am feeding the pump with 8psi currently, and I think about 30gph.

Hi Dave, Just wondering what type of lift pump you're running?
Thanks,
Fionn.

DVST8R · « **Reply #265 on:** April 16, 2008, 04:43:42 pm »

Update:

I talked with Dave this morning...

He was cruising at about 80km/h on his way into the shop, and heard a clunk and a rattle, made some other bad noises. Dave stopped and took a look, but nothing could be seen from the side of the road, so he continued to work, but obviously well underpowered. When he got to the shop he pulled the injectors they all seemed to be ok, at which point he did a compression test and there was 0 compression in cylinder #3. His suspicion is a dropped valve, and possibly a hole in the piston.

At this point he has no plans to repair it. He will probably be parting out this setup. Getting a basic daily driver, and starting work on his Caddy. I will keep you updated as I hear more.

Also after what has felt like YEARS of waiting Dave's Site is back up.
www.passengerdiesel.com

RabbitJockey · « **Reply #266 on:** April 16, 2008, 06:24:28 pm »

thats disappointing...

subsonic · « **Reply #267 on:** April 16, 2008, 07:39:55 pm »

From a technical aspect, I hope there is a autopsy. I am very interested in the cause of death. How can it be avoided in the future. Even though I will not be running mine as hard as Dave's beast, if there is a weakness discovered, I would like to eliminate it.

It was just last week that Dave said
"I don't care if I blow oil all over the dyno room walls." :shock:

Build it bigger faster and stronger next time :twisted:

MJF · « **Reply #268 on:** April 17, 2008, 06:19:07 am »

Too bad to hear

I´d also like to know what failed...

dubbinchris · « **Reply #269 on:** April 19, 2008, 10:27:28 pm »

Quote from: "935racer"

Video:

http://millerperformancecars.com/car-videos/passenger-performance-jetta.html

Why linkey no work anymore?