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#15
by
camboscams
on 18 Mar, 2009 04:31
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The problem is that the thing is loud even with the opening in the grill.
As in turbo whine, or just engine noise?
That is also a hurdel i will have to jump here soon, is ironing out an intake system...
idgtd, you think you could provide us some pictures of your conversion, they might aid my project along as well?
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#16
by
idgtd
on 18 Mar, 2009 16:59
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Ok, no laughing. This is still a work in progress.
Really it's nothing special, just your run of the mill NA TD conversion.
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#17
by
camboscams
on 19 Mar, 2009 04:06
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Pic looks good!
What type of turbo are you running?
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#18
by
idgtd
on 19 Mar, 2009 06:58
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Factory VW Garrett T3. Right now I'm still waiting on my intercooler to come in. I'll post pics of that as it goes in.
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#19
by
idgtd
on 25 Mar, 2009 20:28
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After running the Rabbit around for awhile with just the turbo elbow and a short (12") pipe to keep the soot out of the engine bay, I finally got my exhaust put on. I loved the shriek of the turbo, but the noise was pretty loud, so I ordered a Techtonics 2.25" exhaust with the Magnaflow straight through muffler. Now that it's on, I can't believe how quiet it is. Just a little turbo whistle in the backround. Almost too quiet. Maybe I should put a cutout in the downpipe. :twisted: Then I could have my cake and eat it too.
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#20
by
Rabbit TD
on 26 Mar, 2009 16:59
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After running the Rabbit around for awhile with just the turbo elbow and a short (12") pipe to keep the soot out of the engine bay, I finally got my exhaust put on. I loved the shriek of the turbo, but the noise was pretty loud, so I ordered a Techtonics 2.25" exhaust with the Magnaflow straight through muffler. Now that it's on, I can't believe how quiet it is. Just a little turbo whistle in the backround. Almost too quiet. Maybe I should put a cutout in the downpipe. :twisted: Then I could have my cake and eat it too.
I just did the same conversion on my Rabbit with the Magnaflow straight through oval type muffler {center inlet and outlet}, I was afraid it was going to be pretty loud too and it's twice as quiet as the N/A engine was. It's too quiet like you said and you can hear all the other little things that are better not heard :lol: PS. What have you seen as far as boost with your T3 and EGT's as well. When I put my everything rebuilt engine in with a Garret T3 Stage 1 turbo from MJM Turbos I haven't seen over 6 pounds of boost yet and the EGT's would climb to about 1350 with the stock T/D pump on it accelerating fairly had through the gears. I had to take the T/D pump off waiting to re-bush and seal it because it leaked and was hard to start, long cranking times but ran just perfect oherwise. I have way less power now with the N/A pump on it but the EGt's came down a good bit. I haven't messed with the wastegate actuator plumbing yet. I have a feeling though that the turbo might actualy be too big though. It is just a rebuilt T3 but with a what they call a stage 1 conversion to a larger compressor wheel, how much bigger I don't know but it is definately bigger just looking at it but I didn't get any specs on it .like a dumb ass when I ordered it.
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#21
by
idgtd
on 26 Mar, 2009 18:26
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I just did the same conversion on my Rabbit with the Magnaflow straight through oval type muffler {center inlet and outlet}, I was afraid it was going to be pretty loud too and it's twice as quiet as the N/A engine was. It's too quiet like you said and you can hear all the other little things that are better not heard :lol: PS. What have you seen as far as boost with your T3 and EGT's as well. When I put my everything rebuilt engine in with a Garret T3 Stage 1 turbo from MJM Turbos I haven't seen over 6 pounds of boost yet and the EGT's would climb to about 1350 with the stock T/D pump on it accelerating fairly had through the gears. I had to take the T/D pump off waiting to re-bush and seal it because it leaked and was hard to start, long cranking times but ran just perfect oherwise. I have way less power now with the N/A pump on it but the EGt's came down a good bit. I haven't messed with the wastegate actuator plumbing yet. I have a feeling though that the turbo might actualy be too big though. It is just a rebuilt T3 but with a what they call a stage 1 conversion to a larger compressor wheel, how much bigger I don't know but it is definately bigger just looking at it but I didn't get any specs on it .like a dumb ass when I ordered it.
I'm running an NA pump that was turned up wayyy to far before I got the car. It has always smoked alot if you got into it, so I was just careful and pedaled it to the smoke limit. Now with the turbo, once the engine is wound up (over 2700) I have 9-10 psi of boost, and EGTs are about 1200. However, if you are cruising at say 60 in 5th and boot it, the EGTs will climb to about 1300 briefly before the turbo gets spooled up enough and then they drop. Thats mostly because I don't have the LDA to cut back the fuel when there isn't any boost.
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#22
by
8v-of-fury
on 26 Mar, 2009 19:50
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yikess 1300 LOL keep an eye on that thing.. all you need is for one day to look over and see 1500 and then as soon as you see the gauge... BANGG
lol
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#23
by
idgtd
on 26 Mar, 2009 20:08
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yikess 1300 LOL keep an eye on that thing.. all you need is for one day to look over and see 1500 and then as soon as you see the gauge... BANGG lol
Why do you say that? When it was an overfueled NA the EGTs were higher than 1300 for minutes at a time during climbs, and the engine has performed pretty well for over 120k miles like that for me, and many many miles before for the PO. VW states that the maximum turbine inlet temp for the TD is 820 C (~1500 F), so I'm pretty sure the NA engines can handle a brief transient (2-3 sec) of 1300F without issue.
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#24
by
idgtd
on 26 Mar, 2009 20:30
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There is something that I forgot to mention in the original post. I had pulled the head to replace the head gasket and inspect the head when I did the turbo conversion. At first glance in looked good, just needed some cleaning up. But, I decided since the head had upteen hundred thousand miles on it, I should at least put new valve seals in and check the guides and stems. When I pulled the intake valves, I saw that they had about 1/4" of crud built up on back of the heads. So much that the first 1/3 of the valve lift wasn't doing much. I had noticed the car seemed down on power from when I first got it and up on smoke, but I figured that it was just its age catching up to it. So, if you have your high mileage head off, check the intake valves for deposits.
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#25
by
camboscams
on 27 Mar, 2009 04:25
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Good Tip!! The engine i'm putting the turbo on is brand new, but when i started the rebuild the intake valves were, as you said, the first third of valve lift was just to get past the crud!
How many miles does the engine have on it before the turbo kit?----How many miles have you put on it with the turbo?
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#26
by
idgtd
on 27 Mar, 2009 06:42
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Good Tip!! The engine i'm putting the turbo on is brand new, but when i started the rebuild the intake valves were, as you said, the first third of valve lift was just to get past the crud!
How many miles does the engine have on it before the turbo kit?----How many miles have you put on it with the turbo?
I'm not really sure how many miles the engine has. When I got the car, the odometer said 71k miles, but it was stuck and had been for awhile according to the PO. I ran the car for a good bit before I fixed the odo. It now reads 187k miles. The PO had also run the car out of oil at some point, and had to get another engine for it. They weren't sure, but they thought that the odo was replaced (since it didn't work at that point either) when then engine was replace with a "low mileage" pull. So, I know it has at least 190k, but unless the engine was brand new when it went in, probably much more. The chassis has ~350k. Right now I'm at about 600 miles with the turbo on it.
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#27
by
8v-of-fury
on 27 Mar, 2009 11:06
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yikess 1300 LOL keep an eye on that thing.. all you need is for one day to look over and see 1500 and then as soon as you see the gauge... BANGG lol
Why do you say that? When it was an overfueled NA the EGTs were higher than 1300 for minutes at a time during climbs, and the engine has performed pretty well for over 120k miles like that for me, and many many miles before for the PO. VW states that the maximum turbine inlet temp for the TD is 820 C (~1500 F), so I'm pretty sure the NA engines can handle a brief transient (2-3 sec) of 1300F without issue.
Yes i know they can handle up to 1400 max on the n/a's anything after that, and your in no-mans land. i dunno, i guess the risk of having a hole melt in your piston is a little more than I'd like to have happen. lol but still 1300 for minutes at a time, that's pushing it.. i think you guys got lucky? you are a blessed one
lol
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#28
by
idgtd
on 27 Mar, 2009 11:20
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I guess I'm just looking for something more confirmed than a feeling that it's too hot. Don't get me wrong, I don't want to toast my engine, but I hear different egt numbers quoted all the time in different circles and I wonder where they come from. The only official one I've seen is the number for the TDs. Other people have told me that over 1200F is instant death for the NAs, but that doesn't seem to be the case. Hell, on my engine the head and pistons showed no signs of heat distress or pitting when I had it apart. Maybe someone that had a heat related failure at 1300F will pipe up here and give some insight. Either way, once the engine is wound up it drops to 1150 - 1200F, so I'm just careful with the fun pedal at lower engine speeds.
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#29
by
vegfuel
on 29 Apr, 2009 21:36
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That's amazing you are running those EGTs without oil jets for the pistons or an IC. Yet congrats on the extra boost + hp. As mentioned before though, I'd play it safe until you get that IC.