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#90
by
R.O.R-2.0
on 13 Jun, 2012 14:06
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ive got 2 male heim joints, 2 female heim joints, and 2 ball-n-socket couplers.
im gonna see what i can come up with in terms of atleast re-locating my boost can.. as well as rigging up a libby-style vane control system..
care if i use your idea Andrew? seems like thats how everyone else is controlling theirs.. and its PROVEN.
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#91
by
libbydiesel
on 13 Jun, 2012 14:56
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I don't mind at all.
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#92
by
camboscams
on 13 Jun, 2012 18:19
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For turning VNT actuators into boost cans, I have used micro nuts and bolts around the perimeter to make them resealable without messing with crimping and un-crimping. I have gotten stronger springs from McMaster and then cut them to size to dial in the boost pressure. You also have the option of adding an MBC to the boost can if you don't want to mess with the springs. With MBCs, tho, I've run into the issue that the smaller VNTs build boost so quickly that an MBC cannot react fast enough to regulate boost and so it can spike high and then drop back to the control pressure. Using LARGE hose and fittings can help with reaction time.
X2
Week two of non stuck vanes using Andrews system. Also noticed that I'm running decent egts which helps keep the vanes free, but nothing out of line. Nothing a downshift or a little more pedal (more boost) won't fix
I really like the picture of the water to air intercooler positioned where it is. That's the simplest setup I think I've seen.
Is that set up from Frozen boost?
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#93
by
Rock3tman
on 13 Jun, 2012 19:25
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Yes on frozenboost AWIC; the only element I still need to work out is total liquid volume needed. Auxiliary radiator located between stock radiator and core support and aux water pump is located behind the front bumper bolted to the core support. I'm panning to use a stock radiator overflow reservoir located in the passenger side of the rain tray so that I can see fluid level, pump action, etc.
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#94
by
libbydiesel
on 14 Jun, 2012 13:52
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#95
by
R.O.R-2.0
on 18 Jun, 2012 11:21
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does anyone have the SLIGHTEST idea as to what my turbo compares to? i keep having people ask me what its equivalent to, and i cant answer, because i have no idea what its comparable to, in terms of wastegated turbos..
so, is it closer to a T3, or a T4 in terms of the amount of air it can flow efficiently?
im thinking that it should be some what better than a T3, because it is said that the VNT15 flows like a T3 on the top end..
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#96
by
MJF
on 18 Jun, 2012 11:56
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2052 from 2,5 V6 is maxxed at about 180hp with 1,6.
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#97
by
R.O.R-2.0
on 18 Jun, 2012 13:15
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2052 from 2,5 V6 is maxxed at about 180hp with 1,6.
well, i dont have a 2052, so that doesnt tell me a whole bunch..
mine started out life as a 2056v, and got bigger wheels installed.
its a Street Toys ST3-BV turbo..
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#98
by
RabbitJockey
on 18 Jun, 2012 17:45
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To compare to common turbos it should flow a little less than a 60 trim t3(300+hp) and a little bit more than what most people consider a standard t3 which is a 45 trim with a .48 at housing (225hp). Vnt15 flows about the same as the *** vw t3 which is 35 trim around 150hp and *** for efficiency. It's in the 200-275 hp range for flow and would spool faster than all of that crap. Physical size wise it's a gt20 so it's a t2 or t25 sized turbo. The physical size of a turbo hardly means anything tho
To answer ur question tho its more like a medium sized t3 like a 45 or 50 trim, it's not like a t4 really at all they are much bigger and flow 350+hp. But yeah not like the vw t3 which is the smallest one available, more like the medium sized ones except more efficient and faster spooling especially since its a vnt
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#99
by
R.O.R-2.0
on 19 Jun, 2012 13:27
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well, andy2 suggested that i run an HX30 wastegate controller to operate the vanes.. solely based on boost pressure, not based on throttle position at all.. his thoughts were, that since the turbo is quite large already, it shouldnt be a restriction when cruising, even with the vanes all the way closed..
the HX30 WG actuator is supposed to fully open by ~23psi... and that would be IDEAL if you ask me.
is there such thing as a 2 stage wastegate?
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#100
by
745 turbogreasel
on 19 Jun, 2012 13:46
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I'm not so sure about that, they are designed to be a restriction at idle so the EGR will work
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#101
by
R.O.R-2.0
on 19 Jun, 2012 14:04
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I'm not so sure about that, they are designed to be a restriction at idle so the EGR will work
it probably IS a restriction at idle on the engine it was intended to be run on.
so, what was the original purpose of the vanes? was it to make the turbo spool faster, make back pressure at idle so the EGR works, both?
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#102
by
Alcaid
on 24 Jun, 2012 03:26
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so, what was the original purpose of the vanes? was it to make the turbo spool faster, make back pressure at idle so the EGR works, both?
Both.
By setting the initial vane position to a not so closed position as they normally are run you sacrifice some of the low end spool, but get less back pressure while cruising. It spools quick compared to the stone age T3 and K24s anyway.
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#103
by
745 turbogreasel
on 24 Jun, 2012 12:06
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Sorry, I phrased that wrong;
I'm not so sure about that, they are designed to be able to create a restriction at idle so the EGR will work
Better?
Even more so on the ones that serve in a braking function, the HE351VE (6.7 Cummins) closes to 3.9 CM housing equivalent, while the quick spool HE351 is like a 9 cm housing
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#104
by
R.O.R-2.0
on 25 Jun, 2012 14:00
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ok, so, i tried driving the car in the rain yesterday.. and it didnt work. well, it did fine, but you need 1/4 mile to safely pull out on the highway..
crappy tires, incorrect alignment, and lots of torque make for a SCARY ride in the rain.. this setup EASILY has as much torque @ 7psi, as my other VNT had at 15..
