-
#105 by Gizmoman on 16 Nov, 2013 06:40
-
Well, I have guests this weekend so there won't be much time to work on my "sluggish performance" issue. I did install a new 5-7 psi diesel lift pump, but think I need to replace all the hoses between the tank and the main fuel filter though as I am getting a few 1" long air bubbles in my feed line (maybe one per minute. I also need to check the pump timing which is going to be a real pain as I didn't mark TDC on the new oversize flywheel
before I installed the engine.
Speaking of timing, which way would I bump the pump to develop more torque? Keep in mind, this is a Vanagon application so I am facing the pulley end of the engine - drivers side is left.
I'm thinking the laminova inter-cooler may not allow enough air to flow. Does anyone know the CFM a 1.9 needs? The laminova site suggested that I use 2.5 mm of core length per HP be used to calculate the number of cores. I have two 300 mm cores in my design which should be good for 250 HP. However, that may be to calculate the ability of the cores to cool the charge air - not the total amount of air flow.
Here's a screenshot of what it looks like on the inside (BTW, in reality the air slots are full length of the cores - no "bridge" in the middle)
All the air must go through those slots and over the core fins. There is about 0.01" of clearance between the slotted tube and the cores OD. I'd appreciate any opinions as I may need to buy a new intake manifold and go with a Frozen Boost IC and be done with it.
If anyone has a spare intake they'd be willing to sell, let me know.
Thanks,
Jim -
#106 by theman53 on 16 Nov, 2013 07:13
-
I wouldn't make a single timing adjustment until the air is 100% gone and you know that it is gone and still don't like it. Air can affect internal pump pressure and therefore timing.
As far as your cores I think they are flowing fine for your application. BUT the reason I designed my intake with long runners is low rpm torque is not about flow it is about harmonics. The stock TD intake has horrible harmonics as it is an open plenum with 4" runners including the portion in the head to the intake valve. Even with my giles pump the factory TD intake engine was not as good off the line as my old N/A engines. If you have to re design I would go with a design with runners as long as you can. OR cut into this one and add stacks to the 4 ports after the laminova cores. I have around 13.5" runners, anything longer than what you have will be better. -
#107 by libbydiesel on 16 Nov, 2013 07:50
-
Install two nipples in the intake manifold, one before and one after the cores. Run from those ports to two vacuum/boost gauges. If the cores are restricting airflow then you will see higher vacuum/less boost between the cores and intake ports than you do between the cores and turbo. If the measurements are the same then the cores are breathing just fine.
-
#108 by Gizmoman on 16 Nov, 2013 08:09
-
I wouldn't make a single timing adjustment until the air is 100% gone and you know that it is gone and still don't like it. Air can affect internal pump pressure and therefore timing.
As far as your cores I think they are flowing fine for your application. BUT the reason I designed my intake with long runners is low rpm torque is not about flow it is about harmonics. The stock TD intake has horrible harmonics as it is an open plenum with 4" runners including the portion in the head to the intake valve. Even with my giles pump the factory TD intake engine was not as good off the line as my old N/A engines. If you have to re design I would go with a design with runners as long as you can. OR cut into this one and add stacks to the 4 ports after the laminova cores. I have around 13.5" runners, anything longer than what you have will be better.
OK, I'll replace the fuel lines to the IP before I do anything else. The lift pump has a larger nipple on the input side than the output nipple from the tank. I jerry-rigged two different hoses (one inside the other) to make it work - that must be where the air is coming from. I also would like to replace the hose clamps with some good high pressure ones that are used for fuel injection (full 360 clamp). The worm-drive type have that non- bendable section that could let air slip by.
I tried using some nice clear Tygon tuning from Mc Master but it has this stinking liner on the inside that get's kinked up when I push it onto the barbed fittings. Is there a better clear hose I could use?QuoteInstall two nipples in the intake manifold, one before and one after the cores. Run from those ports to two vacuum/boost gauges. If the cores are restricting airflow then you will see higher vacuum/less boost between the cores and intake ports than you do between the cores and turbo. If the measurements are the same then the cores are breathing just fine.
Great idea libby - measure the differential.
Hopefully, I'll get a chance to fiddle with it this weekend. I'm -
#109 by Gizmoman on 16 Nov, 2013 12:55
-
My water temps appear to be fine but something really bugs me. . .
The stock gauge looks like this and hasn't climbed past this point -
- this is considerably higher that it read stock as it used to point straight up just covering the light. I guess I did something while I was re-doing the wiring?
My new water temp probe is inserted into the coolant hose from the head. BTW, you can see my oil pressure pot directly under the hose - it's tapped into a "T" going to the turbo feed line. Oil pressure hits 85 psi when I first start it up. Once it's warm it idles at 18.
reads like this . . .
which is just about right I believe.
I believe I have all the air out of the cooling system. I also have no more air in the fuel lines. It really seems to run very good although I still think the timing is off. It starts way too easily and could use a bit more "clack"
- I'm just not sure which way to rotate the pump.
Once it comes on boost, the power is amazing. My EGT is getting close to 1100 at 12 PSI but I backed off at that point. I believe I did get a small cloud behind me but the windows are too dirty to be sure
. Still have yet to get it on the freeway. The radiator fan has not come on yet which is odd but possibly I have a wiring issue there as well.
I still would like to know which way to turn the pump to gain torque. CW or CCW when facing the pulley - any help appreciated.
-
#110 by Gizmoman on 16 Nov, 2013 14:46
-
OK,
Here is a video of it running
https://plus.google.com/photos/114854647445001577932/albums/5895275806108458673/5946986877374495026?banner=pwa&authkey=CN7-j-3LqPWWXA&pid=5946986877374495026&oid=114854647445001577932
Here's a shot of the IP - I marked where it was before I tried to adjust it.
.
I could easily get it to turn CW (away from the head) which seemed to make it even quieter. When I tried to rotate it CCW (towards the head) it won't budge.
I guess that means it's off one tooth on the sprocket? -
#111 by bbob203 on 16 Nov, 2013 14:58
-
Your injector lines could be fighting you. Take that front bolt out and if the mount hole overlaps the bolt hole when you push it towards the engine you've run out of adjustment. Try loosening your lines at the injectors and see if you get anymore movement. Then loosen and retighten the lines at the pump.
-
#112 by Gizmoman on 16 Nov, 2013 15:21
-
Your injector lines could be fighting you. Take that front bolt out and if the mount hole overlaps the bolt hole when you push it towards the engine you've run out of adjustment. Try loosening your lines at the injectors and see if you get anymore movement. Then loosen and retighten the lines at the pump.
Thanks bbob. I doubt it's the lines. I used a bar to try and move it CCW - not even a smidge of movement. -
#113 by RabbitJockey on 16 Nov, 2013 15:30
-
Install two nipples in the intake manifold, one before and one after the cores. Run from those ports to two vacuum/boost gauges. If the cores are restricting airflow then you will see higher vacuum/less boost between the cores and intake ports than you do between the cores and turbo. If the measurements are the same then the cores are breathing just fine.
Wouldnt there be a pressure drop anyway since youd be on either side of an intercooler? -
#114 by Gizmoman on 16 Nov, 2013 15:40
-
I think if there was a restriction through the cores, there would be a different reading on either side - I believe that's what libby was referring to. Could be pressure, could be vacuum, but either way, it should read the same - unless there was a restriction.Install two nipples in the intake manifold, one before and one after the cores. Run from those ports to two vacuum/boost gauges. If the cores are restricting airflow then you will see higher vacuum/less boost between the cores and intake ports than you do between the cores and turbo. If the measurements are the same then the cores are breathing just fine.
Wouldnt there be a pressure drop anyway since youd be on either side of an intercooler?
I guess what you are saying is that any intercooler is going to produce some pressure drop. I suppose that's correct. I think the issue is how much differential there is. As Theman suggested, it's probably fine as it is - I had air in the lines which I have fixed.
I'm looking at pump timing now. -
#115 by libbydiesel on 16 Nov, 2013 17:24
-
That's a very good point. There is a pressure drop across the intercooler when boosting and the pressure drop is directly related to how much the air is cooled. I do not think there would be a vacuum increase when off-boost, tho. I'd be tempted to pull the connection between the turbo and intercooler and rev it up that way so that you get decent airflow and measure.
-
#116 by 745 turbogreasel on 16 Nov, 2013 18:20
-
Factory Volvo 740 stuff yields 1.37 PSI loss at intercooler at 5000 RPM ~10PSI
06 Cummins 2.96 PSI at 2800 including the piping~30PSI.
for an idea of what OEMs are doing