Tony D
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Posts posted by Tony D
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Tony, you read my mind. I am thinking more and more that I want a black wrinkle baked-on paint finish, which is still paint but its as tough as powdercoat.
I *think* I have enough of that stuff left.
They make black Krinkle Powder Coat!
Though the paint seems to have held up great in my applications.
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Use equipment! There are secondhand equipment vendors on e-bay that sell old American Machinists tools quite reasonably.
In fact, many shops that don't have manual equipment any longer may have stuff laying around they would sell off for shop beer fund money. I went to one shop for some work, noticed an 8 and 10" rotary table on a shelf in the back of the shop...
"Any plans for those rotary tables?"
Ended up walking out with the small one for $50. Nice, tight vintage unit, well used but not worn to the point it would cause tolerance issues on the parts you made in it. Some time with diesel fuel, a toothbrush, carb cleaner, grease and battleship grey paint and I got one hell of a nice nice 8" rotary table!
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For a MAF based system it would be set up like airsep units. The thing is the surge point of the compressor wheel doesn't go by a set flow point and engine RPM, it goes by turbocharger rpm-vs-flow. For any given flow point on the turbo map, there will be a corresponding surge point based on flow. Doesn't MATTER what he ENGINE rpm is, really.... If you know turbo rpm, and the MAF Point going through the turbo, you know where the turbo will surge. Period. It goes back to me mentioning people who (in the eyes of some) are inveterate liars and who purposely mislead others in their quest for power.
These individuals have a turbocharger tachometer and used it quite effectively back in the early 80's...
But I digress....
The engine rpm might be used if turbo speed was held reasonably constant...meaning a controller on the wastegate to do that.
There is a method I saw on a unit in New Caledonia which utilised absorbed set of holes in the inlet pipe to the turbo, and a bleed orifice at the torus. The delta P on this sensor was compared to a square root output from that sensor. As we drove the machine into surge, we noted the data log at the point where we saw both flow reversal on the DP Raw input, and the square root output. We did this for various points (6 surge points) and then put it into Excel to plot the points, and give us the slope of the line on the surge curve. No matter what pressure we ran at, we'd accurately predict surge using those numbers. The slope was entered into the control system with a 2% offset, and that was used to control the venting of he machine.
That may work...
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Scalia replied imperiously:
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The frustrating part is for some reason I can't enter your screen name into the "ignore" list so you inability to surmount basic items and constant prattle goes beneath my radar.
I mentioned it, there are PHOTOS POSTED. That you can't visualise it is your issue dude. This stuff ain't rocket science and is documented clearly all over the web. In addition to here. But you don't want to hear what you don't want to hear.
That "Ben's Z" won't enter the "ignore" box is more than a mild irritation. Seeing the posts simply compounds it!WOOOT! Cut and Paste! No more issues! Happy day...
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Courtside observer shouted:
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I just continue to make offers and hoard parts while serving his interest and at he pleasure of his most enlightened majesty Sultan Haji Hassanal Bolkiah Mu'izzaddin Waddaulah ibni Al-Marhum Sultan Haji Omar Ali Saifuddien Sa'adul Khairi Waddien of Brunei on the Isle of Borneo, East of Java, due West of Zamboanga.
No, Jimi has not let me in to see the cars. But...ohhhh...
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In the court
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Other people mount it in front of he radiator, upside down...
But that was inconceivable.
So we get this!
Woot!
And the BCDD has nothing to do with fuel, it has everything to,do with admitting air so you don't get a vacuum spike in the manifold on drop-throttle (oil consumption in city driving and racing...), and also pump enough air into the exhaust that throttle cut injector disable/reengagement doesn't spike HC to,he catalyst due to,over-rich mixtures from lack of air on drop throttle...
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Remember you're also turning a centrifugal water pump at over 30 GPM and 45 PSI, as well as an alternator making maybe 35A(12V~14.2VDC)=497W...p
Alternator is meh...
Water pump is big power as well.
Using a gates cog belt with the quiet HTD profile allows lower belt tensions and longer accessory life.
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You are not fecally engorged...
Sounds workable to me...
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Boost is merely resistance to flow... Get proper flow, and boost is not necessary. Up the RPM's and flowing boost goes a long way toward making HP!
Making 650+ below 25psi now.... And not hitting the power breakpoint on the cam yet...
600hp at 15psi and 8,500 rpms? Sounds like a hell a fun ride to me compared to 647 at 5,500.... If I wanted that I'd be driving a 72 Big Block Corvette Roadster!
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Agreed!
Even Ford decreased complexity by running two compressors ON A SINGLE TURBINE to get better spool from lower MOI, and single compressor map surge line compatibility on their diesel.
Garrett ran true COMPOUND (not parallel) turbochargers with the first stage going into the second stage on a COMMON shaft. Then you just select wheels with,relatively similar performance islands and you get your pressure in inter cooled staging.
And 47 psi is the FIRST stage! That was what Garret was proof testing over 10 years ago. The actual compounds operated at less than 3:1 CR across each stage so their islands of efficiency were broader and the pressure across the whole turbo was still over 6:1 (100psi easily done on two centrifugal stages...inter cooled on only one stage you still get 180F air out f he second turbine with 104 in!
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HybridZ Pervert named
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I was on super slow connection yesterday...that's why I concentrated on control scheme rather than wether a valve was suitable.
Yes, the valve would do that electrically (BEGI Compressor Bypass Valve? Pneumatic equivalent...)
THe difference here would be how you control it... Pressure alone does NOT tell you approach to,surge. ENGINE RPM vs SURGE may get that closer, but Engine Speed/Turbine Speed/Pressure is something that could be plotted and calculated beforehand and a preliminary anti-surge venting scheme / wastegate control scenario could be implemented.
Basically bias turbine wastegate towards closed and optimum turbine speed based on engine rpm - flow plotted against surge line at that point to control PWM signal to valve to dump overboard excess FLOW (not pressure) allowing higher boost at lower rpms without the "Big Phil Issue" go surging at 4500 rpms and 20 psi, but not 5500 MP's and up...
This allows for MUCH HIGHER torque output lower in the rpm range than possible by simply turning down the boost and upping it once the rpms rise and engine flow is sufficient to prevent mi flow surge on he turbo.
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I've recently started reading about these setups as well and they seem very interesting although no one really knows how to match the two turbos its kind of just a guess and check thing. It would be really interesting on properly sized turbos so they are really running efficiently...
That's patently false. The equations for sizing multiple-stage centrifugal compressors are well know and published.
Control is somewhat more complex if "efficiency" is the goal...but hen again there is arguably no reason to add this level of complexity with the currently-available wheel cuts in today's turbochargers. The single turbo can do far more than the one of even 10 years ago.
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Welcome to Boyle's Law and Stage Efficiency Calculations...
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Still not sure what you mean, Tony, I can't think of any way to "double key" the crank pulley without removing the crankshaft to machine it. I used to have a hand-operated keyway slotter, kind of like a drawknife but it was sized for SBC applications. it took A Long Time, but you could key the crank snout in the car with it.
Yep, you are as old as I am, apparently!
The Japanese use one long key... ( your drawknife)
Or double up woodruff keys axially to perform similarly.
The Dowelling is really another bandaid solution, but it becomes functionally necessary to,transmit the torque if you are unable to get the "engineering theory of face friction" to work reliably. Case in point: SPG 8-Dowelling of VW Flywheels...
High torque transmission? Dowelling will do it!
Go look at horsepower requirements to get 390CFM at 12PSI...
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Turbine speed moves surge line significantly... Best results would not come from pressure-only, but a mapped pressure -vs-speed using valve Cv to determine percentage open (bias on TPS signal and maybe a negative/positive rate-of-change slope to preemptive lay get it moving to bleed or build boost faster would be a way to do it...
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There are not "many"... As with The Highlander, when dealing with things mechanical, "there can be only one".... And it has been pointed out to you in this thread.
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I turned my boost controller up to 17 psi and went tear-assing all over creation intending to blow the engine up...
Damned if after 30-45 minutes of that, coming off the freeway I noticed the smoking had stopped.
In fact...oil consumption dropped DRAMATICALLY from that point onwards. Engine has around 75 or 80,000 on it now... It sat again...and #5 is acting like it wants to oil foul the plug again every 1,000 miles or so....
So I guess it's time to go beat the hell out of it again and try to kill it.
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Seafoam ray down the plug holes...hot, thn run it as intake cleaner and in the oil after you go run the hell out of it and change the oil.
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Actually, yes...that is it exactly JSM...
In the divorce there was discussions about valuation. No lie, I called a SCRAP GUY, got crane rental rates, and got a "fire sale scrap value" for everything in the back yard.
Someone was not happy with that tactic...but knew me for 31 years, and knew if I went to THAT trouble...I WOULD do it! And that would mean someone owed someon some money....and it war'nt me!
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That Dutch 260 left Holland in 1975 or you bought a Dutch firewall section with a lot of rust repair!
Those things turn to earth worse than I've seen most anywhere!
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Mary Jane Kopeckne...
Building a welding table.
in Fabrication / Welding
Posted
Mine is 4x10x1.25" thick. Blanchard ground flat with positioning holes to lay up aircraft stringers. My understanding was it was a jig bought out of an old Aircraft Plant that closed or something in the L.A. area in the early 70's. "Took it surplus sale out of a plant on Crenshaw and Imperial." I also got a typewriter desk from the guy with a "North American Aviation" metal asset tag on it, so....maybe that's it. Dead flat and heavy as hell!