Any issues with running the VNT upside down? Obviously the oil lines need changing.
I could spin the vane housing and redrill the location pins but that would send the port for the intercooler in a really silly direction.
Here you go, some nice piccies...
First up the orientation of the compressor housing, showing the position of the outlet/port to the intercooler
the upside down oil fittings
So I just remove this circlip and I can reposition the compressor housing???
And finally a picture of the other side, just because I like it.
would have helped a little had you told us you were running a KKK VNT.. thats a BV39 isnt it?
I'm running a KKK VNT, it's a BV39
I haven't clocked one of the KKK VNTs. Report back what you find out.
Clocked? what do you mean? to 'clock' something over here means 'to look at' or 'to have seen something' as in "did you clock the baps on that bint"
Clocking a turbo means to rotate the various bits the way you want them oriented.
I sort of gleaned that from the context, but from an engineering aspect, you 'clock' a machine tool like a mill using a DTI to ensure the bed is flat etc.
A dynamic rotary object would be clocked using a DTI o observe radial/axial distortion - which I thought may refer to a turbo
But searching on here, most references to clocking seem to involve marking an assembly in a fixed position to ensure correct reassembly - a reference I've never heard in the UK.
I'll give it a shot, take some piccies as well, I've previously separated the turbo halves to see the vanes, it's a new turbo so it dismantles easily.
Turbos can't be run upside down. The oil drain MUST be within 30* of vertical down.
Yeah, but if it's upside down, feed becomes drain.
Why wouldn't it work
You shouldn't be touching turbos.
Yeah, but if it's upside down, feed becomes drain.
Why wouldn't it work
The feed is oil under pressure forced through the shaft/bearing assembly, which has very little space. Try to drain oil through that and you would have a housing FULL of oil, and probably a dead turbo in no time. Just figure out how to rotate the center section around, so the drain is the drain.
Glad to hear you again jimfoo
.
Yeah pumping oil into the drain would push it out the seals faster than out the used-to-be-feed port.
You shouldn't be touching turbos.
Yep, thanks for that. There's probably a lot of things I shouldn't have touched in the past but that is how people learn, your attitude doesn't help.
I'm no expert in turbos I'll freely admit, however I know a wee bit about engineering and have a passing comprehension of physics - so give it a shot I may understand.
The feed is oil under pressure forced through the shaft/bearing assembly, which has very little space. Try to drain oil through that and you would have a housing FULL of oil, and probably a dead turbo in no time. Just figure out how to rotate the center section around, so the drain is the drain.
You seem to be implying that the oil 'sumps' into the bottom of the turbo and flows back under gravity - are you sure?
Ok, bear with me, anyone who knows me, will appreciate it is my nature to question the 'facts' presented by this forum as they have been discovered to be regurgitated bunkum in the past.
You have oil fed under pressure to a turbo right?
Oil passes through a bearing/oilway etc
Oil leaves turbo under pressure to return to sump - it is not a gravity drain correct? (I do appreciate the drain needs to be at a low point though for other reasons)
IF the above statements are correct will some please enlighten me what particular factors influence flow direction requirements apart from inlet/exit diameters which would be altered appropriately.
I don't know for sure on the drain, but mine doesn't seem pressurized at all. It seems that the bearing is a restriction and has the pressure on it. After leaving the bearing the drain being a lot bigger it just looks to fall out of the drain under no pressure at all.
I could be wrong, but that is what it looks like to me.
Indeed, that is what it 'looks' like to me, but I have little knowledge of the internal setup.
The feed side would be high pressure and high flow rate, the bearing a restrictor and the drain line at a low pressure, a very low pressure admittedly. That low pressure is a result of the viscosity of the oil, the diameter of the pipe and the flow rate.
Being an electronic engineers I see fluid flow like an electronics circuit - unlike most people who reverse the analogy to make electronics more understandable.
Basically the turbo is a resistor, I'm curious to know if there are any flow control devices (capacitors/diodes
) fitted. Or is it purely a resistor?
It's all academic as I'm going to clock it anyway, I'm merely hypothesizing now.
Wow, I daresay IMO you shouldn't be touching any keyboards, at least none that allow posting on this site... Only one way to take that and I mean it even if knickers get twisted...
Sorry, but if he doesn't even know the fundamentals of how a turbo works he shouldn't be messing with them. What makes you think that because he doesn't know oiling 101 that hes capable of correctly clocking the turbo? This isn't some antique wastegated turbo, things must be aligned precisely or it won't work safely.
... and we're here to learn from each other... respectfully and without sarcasm... be it turbos or keyboards.
Over and out!