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#15
by
CRSMP5
on 01 Feb, 2013 10:10
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a vnt works by changing the turbine "scrools" as i wanna call them.. changing the speed of the turbine.. imo kinda like a butterfly on a carb/throttle body.. why my silly idea comes up.. at least in my head..
libby makes up a manual controller for street ones that uses boost and springs to operate it.. its set up to work off boost pressure.. but imo you want to be able to fine tune this while moving..
i think id discuss with libby this idea..
why i mentoned mine... gear ratio.. your going to need something that will rev with a gear ratio that can get to 104... not enough rpm vs gear you got issue..
i was not at 6k rpm at a speed greater then your seeking.. but mine less areo, but more torque.. i was doing light pull in 5th from 70mph.. then wind picked up.. i backed off.. whats a 1.9 diesel record?
need to do some gearing reserch.. do not want lots of drop between gears.. but want a final gear to reach 115 on paper at least..
one more silly suggestion.. you really need a 2 door rabbit gutted with a 1.5na diesel in it.. dd it.. my little 1.6na i still use those, i have given crappy american muscle hard time.. its all bout shift points, engine torque so on... to dd one.. with less power.. you may learn a tad more on it pre turbo... then after month or 2.. test out your turbo set up on it for a month or 2.. see where you need to add/take away..
i think 104 is possible.. gearing/torque is your challenge.. 1.5 pretty gutless.. why i kinda like this whole thing..
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#16
by
Jetmugg
on 01 Feb, 2013 14:09
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My DD is a Mercedes 190 D 2.5Turbo with 5-speed manual. It's much more comfortable, luxurious, and faster than a 1.5 N/A bunny. I have a friend who used to drive a 1.5 NA rabbit 2 -door base model (4-speed, rubber floor mats, no radio,etc). That thing was obnoxious to ride in, and was sorely lacking in the power department compared to a 2.5L turbodiesel MB.
Gearing and tire diameter are definitely part of the equation. I have a spreadsheet of common speed-rated tire sizes, transmission ratios, and resultant rpms for target mph values.
I am planning to use an FN trans, but haven't 100% committed to a tire diameter yet. As you have noted, the ability to "pull" in 5th gear is the key. Getting to 80 mph or so should be straightforward, but the next 30 mph will be tough.
The record for G-class diesel truck (2.0 L or less) is 129.665 mph.
The record for G (2.0 L or less) class production supercharged (cars) is 227.080. That's pretty stout!
Steve.
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#17
by
CRSMP5
on 01 Feb, 2013 20:13
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can see the 129 mark with my set up.. if it was not in a box with taller tires.. i think its nice to see a reasonale but difficult goal.. it will be down to how to gain that last mph..
fn i think you will run out of rpm. v gotten a many coupons at 81 in 65 with ff. the fn got me a little faster normal toque feel and all was od around 86.. but still down hill in WV on i77.. max rev was still under 100.. this no gov mod so on with a 1.6na.. 20-23 years ago .
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#18
by
Jetmugg
on 02 Feb, 2013 09:00
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Let's see if I can post the data from this Excel spreadsheet and have it make any sense....
MPH Wheel RPM Top Gear R &P Ratio Engine RPM Tire Width Aspect Ratio Wheel Diameter Tire Diameter Notes
110 1720 0.71 3.89 4751 165 50 15 21.50 Federal Formoza V rated
110 1608 0.91 3.45 5047 23.00 23" Front Runners
110 1638 0.71 3.89 4523 175 55 15 22.58 Conti Eco T Rated
110 1649 0.71 3.89 4555 145 65 15 22.42 Conti Eco T Rated
110 1589 0.71 3.89 4389 175 60 15 23.27 Yokohama Envigor H rated
110 1656 0.71 3.89 4575 155 60 15 22.32 Conti T Rated
110 1607 0.71 3.89 4438 185 55 15 23.01 Kuhmo V rated
110 1607 0.76 3.89 4750 185 55 15 23.01
110 1577 0.71 3.89 4356 195 55 15 23.44 V Rated
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#19
by
Jetmugg
on 02 Feb, 2013 09:03
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Ahhh - that always happens, formatting gets wonky when posting spreadsheet data to a forum. The 5th column from the left is engine RPM's to reach 110 mph in top gear, calculated for a couple of different top gear and R&P ratios, along with differing tire diameters.
Steve.
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#20
by
theman53
on 02 Feb, 2013 13:59
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I would hope that a Giles modded pump would rev to almost 6K and if you use ARP in the bottom end it will hold that no issue. Stock stuff probably would hold 6K for long periods of time. Getting enough power to pull to 6K I like ARP's idea of the choke cable operated VNT. Get a Giant like one off of a Sprinter Van like the FEDEX trucks use.
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#21
by
danster
on 02 Feb, 2013 15:18
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This will be interesting to see how it goes.
You do get a 1.06 3rd and 0.70 4th gears for the 020 if it helps with less gear changes.
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#22
by
Jetmugg
on 04 Feb, 2013 05:02
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Since the course is 3 miles long (basically 2 miles to get up to speed, and then timed through the 3rd mile), I don't think the gear splits will make a huge difference. The main thing is to make enough power at/near the target rpm's to overcome the aerodynamic drag.
Steve.
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#23
by
RabbitJockey
on 04 Feb, 2013 08:42
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Since the course is 3 miles long (basically 2 miles to get up to speed, and then timed through the 3rd mile), I don't think the gear splits will make a huge difference. The main thing is to make enough power at/near the target rpm's to overcome the aerodynamic drag.
Steve.
i would agree with that, u should be able to run a pretty big exhaust housing which will make for max efficiency and power, spool shouldn't matter i am sure there is plenty of loading at 100+mph to create boost haha.
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#24
by
Jetmugg
on 08 Feb, 2013 08:07
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I'm starting to get my mind around building a tubular header/manifold as ROR 2.0 suggested in another thread.
I'm asking for suggestions - should I go with a T03, T04, or some other turbo flange. I'm pretty uneducated in the world of turbos.
Steve.
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#25
by
RabbitJockey
on 09 Feb, 2013 11:33
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T3 is te most common but there are alot of t25 flange turbos that could work well for u so u must pick ur turbofirst