First off...wow. Its amazing to me that you are pushing through all of this work yourself. The time and effort going into the research you are doing to get it right the first time around, and the man hours to turn the planning into reality... REALLY impressed man. The whole front clip looks great. Lastly...from this picture, it would appear your garage is a meth lab. Any concerned neighbors or law enforcement yet? lolz...
Thanks for the kind words. Marc is an experienced body tech, so I'm not pursuing this alone. He is the one actually spraying the car. Without him, the paint would be done a lot faster, but not even close to as nice. I'm learning a ton through this whole ordeal, as paint is a very time consuming, finicky, and expensive process. As far as the meth lab garage, we haven't had any visits from John Law just yet. I wonder what the neighbors think about seeing two guys wearing respirators walking around the garage, while catching wafts of solvent, lol.
meh... its Shakopee.. they wouldnt care about meth labs ha ha ha ha ha ha ha and what person running a meth lab takes those sort of precautions
wow that is beautiful.... great job on the leggy... love the paint... can't wait to see it in person....
Got the turbo today. Its slightly larger..... And yes it does fit. Even with AC, that I don't have. [YOUTUBE]yb8H9462U1s[/YOUTUBE]
I'm going to work this thing over like Mr. Clean. Still, gas motors have way less soot. Derek has ran his for two years without issue. All the BS online is just that, BS. One person has actually tried it, and he's local. I'll be number two... We learned the subtle differences between the two generations. The compressor housing is considerably different, this one has nine vanes instead of ten, among other things. We'll see how it does. Hard to argue with a $200 turbo.
yeah.. I dont know much about it, but was talking to the Ford Diesel Master Tech at work about you guys running them on the subaru's and he mentioned to watch for that, as the different burning issues with gas compared to diesel... he was also more curious about how they run it with teh variable vanes.... or maybe it was cause the Diesel gum up more.. whatever.. it works.. ha ha
A standalone with a general purpose 3D auxiliary map that outputs a PWM signal controls the vanes. Reference RPM and load and it works. A 4D map would be more ideal, but 3D gets the job done. Also, a solid state relay is in between due to the high inductance of the Ford solenoid, and the resulting flyback voltage that is known to cook Hydra circuits. I do have to do some modifications to it to actually be able to use it. The turbine housing isn't normally clockable, but some strategic grinding makes it happen. Since this one has nine vanes, I have nine possible positions to use. Also, I have to weld a fitting to to the oil drain since Ford uses that goofy pipe that simply plugs in with an o-ring.
We'll see what happens. A car with an automatic has an easier time with since you can brake-torque an auto. I'm a bit hesitant to use launch control with shim-over buckets.
On Star Specs even. I'm afraid to think of what will happen to the Fusions that are on my wheels at the moment, lol.
40R. Its the new 20G. Especially when it spools just as fast. :biggrin: Also, 4 inch piping fits under my fender just fine. w00t
It needs some work, but the 40R compressor does interchange with the journal bearing counterparts. The housing mounting holes are further inward compared to the stock housing, so I need some allen head bolts and washers, or something. Hopefully it doesn't surge too bad at low boost, but the additional 12 lb/min capability should make it worth it. Either way, it will sound pretty baddass at 3000 rpm, lol. Again, props to butthead, I mean fobia for making this happen.
Derek one-upped me twice in a row, so I needed to do something :hsugh: I won't take that motor beyond pump gas though. I'm not trying to find the limits of Eagle rods, lol.
I did some basic plotting on the compressor map to see if this thing will be decent at lower flow rates or just want to surge all the time. It actually looks pretty good if I don't ask for too much boost down low, which would choke the motor on the exhaust side from the vanes being closed too far anyways. The only area of concern is at 4500 rpm between 20 and 30 psi, where hot temperatures will cause a slightly a lower flow rate for a given pressure and shift the points to the left, near the surge line. I did all the calculations at 85 degrees F. 120 degrees could cause an issue, but the new setup might not even see such temperatures. Hopefully my cold air intake will help prevent too much hot air from the engine bay making it to the turbo. In the end, this is only a rough estimate of how the compressor will perform in the real world. I don't actually know what the volumetric efficiency of the motor is at any given rpm and pressure. Same goes for the brake specific fuel consumption. I might not even need 30 psi to reach my target whp, so who knows. It's nice to get an idea of what will happen, but math doesn't always match real world testing.
I will say, the brown color wouldn't look too bad all murdered out. Too bad though, since the color still sucks, the car is already stripped, and the materials are already in hand. And since I was packing up the old turbo for shipping, I thought I would take a comparo shot. The compressor housing isn't much larger, but the wheel tells a different story. I'm just bored since I'm waiting on money, meaning parts for the car. I need a plate for my clutch, cams for the motor, some more aluminum piping, and some flanges, among other things before I can move forward. It's annoying stand here knowing there is a lot of work right in front of me and not being able to put a dent in it.
so much time and $$$ into these cars!!!! WHY!?!?!?!! lolz need to get back to porting my heads.... lolz
I haven't had much progress lately because baby needs camshafts and a plate or two for the clutch. I'll work on the engine bay this week, installing the pedal box, brake master cylinder, clutch master, lines, some wiring, etc. The other day I disassembled the turbo for cleaning. I'm not sure if it needs to be apart for balancing, but I'll find out tomorrow. Anyways, she's in pretty nice shape. No play or scoring on the bearings, and it happens to have a 360 degree thrust bearing. I was surprised as to how heavy the turbine wheel is. Its crazy that it spins up to 115,000 rpm. The center housing is quite weird compared to normal turbos. The large piston that moves the vanes is large. I like the clever single solenoid valve that provides infinite control over vane position. After its balanced, I have to reclock the turbine housing in one of nine positions due to the nine vanes. A strategic hole lines everything up. Also, I have to weld an AN fitting to the oil drain since the Powerstroke uses a tube with an O-ring.
On this particular turbo, the vanes are ran by a PWM solenoid valve that is infinitely variable. The valve is controlled by a standalone using a 3D map scaled with load and RPM. There is some stuff in between. Anyways, it took a lot of tuning time with Derek's car, but after the fact it was worth it. A boost threshold of 2500 rpm and unlimited boost at 3500 rpm, depending on the motor, made me want to make the jump. This setup will probably need to stay on the street however. A few engineers at Garrett told me that extended periods of high duty cycles could be catastrophic. They never tested them on gas motors though. Derek has ran it for two years with EGT's creeping up on the 1750 degree arena, however. We'll see how this works. The 40R compressor will be running close to the surge line until about 4500rpm. I'm going to take one of the vanes and the unison ring to school to measure with the CMM and the laser scanner to possibly make new parts out of inconel. The housing is a worry though, since they did not cast it with a high nickle content like gas turbos.
