Tony D
-
Posts
9963 -
Joined
-
Last visited
-
Days Won
74
Content Type
Profiles
Forums
Blogs
Events
Gallery
Downloads
Store
Posts posted by Tony D
-
-
To say I would kill for one of the properly calibrated turbo pumps, the manifolds and turbo would not be an overstatement of the facts in this case...
-
Yup anyone in the Chippewa valley should stop down to ford and get one whilst there still there. These are at the old Chippewa ford dealership on business 53 in lake hallie.
I would also think the Saturn dealership on 93 in eau claire is going to be dumping there stuff soon as well. Been closed for well over a year now.
Scavenger. Vulture. Exploiter!
Companion in arms... exploiting the misfortune of others to one's own selfish gain!...
You sure you're not part Dutch?
-
The SCTA would let Schumacher race against me... (and then, wouldn't I be racing Schumacher?)
FIA is a bit stuck-up in that regard. It's why everybody loves Rocky Balboa.
Because never in a million years would it ever really be allowed to happen that way in the real world.
-
Like I said originally, there isn't ONE carburetted Ferrari Owner I have known that WOULDN'T pop the hood immediately upon stopping in anticipation of the crowd of onlookers coming up to ogle the car (and subsequently, the engine.)
I lied but he lied to me, so that makes me less culpable because I lied to be honorable and defend a liar.
Yeah, that load of pathetic excuses floats with me, just like methane-filled shite floats in the bowl before I flush it. Smells about the same as well...
I wonder if it was my realization and posting here that I know the car and have seen it (and then described what was under the hood) that forced his attack of save-my-own-assisim?
-
Mcluggage used to complain that when racing her Mini, when the fuel sloshed in the tank it upset the balance of the car in a turn.
During the same time period, FIA was in the process of banning Porsche's 917 from competition because they didn't like them finishing 1-10 at LeMans another consecutive year...
Much as I like a Mini, this guy needs to get better consultants, EPIC FAIL.
-
? on the VE.
The European LD Turbos use a .48 A/R exhaust housing. Some on the forums have poo poohed their existence, but they do exist. Just kind of rare now...
-
on some of the newer cummins diesel engines the turbo has shaft speed sensors.i would assume this is used as an input to the engine ecm.the engine ecm would use this to compute the output for the vgt adjustor servo on the turbo.engine has no waste gate-the vgt just lets some of the exhaust gas by on the turbine side.some of the newer after markit efi systems can use turbine speed and control a vgt
My GAWD Randy, I was JUST told 'a bleeder system will still be better' than a shaft sensor system maintaining tip speed of the turbo at optimum for best boost characteristics and modulation. Imagine that, someone independently posting trade data about current developments in turbocharger technology from the OEM's and how aftermarket places are now making offerings that allow adjustment in a better range?
Some guys here need to realize I did service at Garrett R&D, and was in there quarterly where I got to see all sorts of stuff that is just now (5 years later) showing up on OEM applications.
But hey, I'm sure a bleeder system controlled by a MS will work loads better than shaft speed control via VNT. Because it's an 'idea' man, because it's an 'idea'!
-
The blow off I was refering to was the blow off valve in place. If that will vent enough flow I was wrong.
As I said the bleed system would be better.
The surge you seem to be talking about is there on all engines with a standard gate when you are on and off the throttleand isn't enough to break the average turbo.
There is no point to this back and forth between us, as it is not helping the thread. If you concider what I put forward as rubbish thats ok with me. I will eventually try this system and then I will leave some more usefull feedback. Sorry for giving an opinion.
Opinions are great, even when they are wrong. They become a problem when people refuse to acknowledge any logical and informed dissent trying to show how physical devices work.
You will change the laws of physics, don't be upset that I presented physical facts to question your proffered idea, or to explain why an alternate approach would offer something better in terms of the original post.
As we are apologizing, sorry for assuming informed dissent and debate towards the end of educating someone and combating ignorance was seen as offensive or combative.
Remember: In the physical world, there is right and wrong. You can't break the rules. All I ever asked you for was the mechanisim by which your 'idea' would overcome the obstacles I showed you would exist. When you 'do eventually try it' by all means give feedback. But remember that as someone who has tried wastegate only systems, and found them lacking (as have many OEMS and most racing teams now...) I choose to look forward in technology (which as I said may actually be looking back 30 years to the 80's!) and that is what this site is about. Looking forward to new ways of doing things, not simply rehashing the turbogroup fueler concept without the variable fuel delivery control loop (look it up!)
-
From what I've been told by Dutch Persons, "Orange always means good..."
-
FWIW, our clubmember in Santa Monica has a four poster, and with the 260Z he has, when on the lift fully up (meaning I can walk under it so underneath the beams is likely 6' 3" or slightly more) says the roof is 11' 6" high (bone stock suspension and wheels.)
I figure with my containers being 9'6" tall that gives me enough clearance next to the container with a four poster if I have a 2:1 roof pitch. In the center of the span, the dually should go up just fine.
But for now, leveling and sub-base...then concrete. Last container goes in and the roof will get ordered. The fourposter will happen in there sooner or later...
-
I saw that, but restrained comment...
-
Now that you mention it ray, the two-barrel Nissan EFI T/B has a similar setup, as does the Mazda one I mentioned earlier-both a kidney-beam shaped cam, and a linkage with more geometry to slow the initial opening and then accelerate opening past a point of linkage travel.
I just found this in one of the posts mentioned earlier in the thread:
randy 77zt
Member
Group: Members Posts: 1215 Joined: 08-August 00 Location:modesto ca Posted 2 days ago
on some of the newer cummins diesel engines the turbo has shaft speed sensors.i would assume this is used as an input to the engine ecm.the engine ecm would use this to compute the output for the vgt adjustor servo on the turbo.engine has no waste gate-the vgt just lets some of the exhaust gas by on the turbine side.some of the newer after markit efi systems can use turbine speed and control a vgt
Gee, who suggested this control scenario. Why is Cummins going away from a wastegate and using a turbine shaft speed indicator?
-
-
Did you check the link in my last post? Same car. I know that car. I knew something was fishy. I now totally understand the 'I saw the stampings'---but damn too ignorant to discern an inline SOHC with triple carbs
From a 250 GTO Engine?
Bit much of a stretch for me to believe... I meant is this guy really that f-ing stupid that he can't tell the difference in stack configuration?
"Straight Up Twins, 6 Each, Ferarri. Horizontal Singles, 6 Each, Datsun"
I mean how f-ing stupid do you have to be to miss that?
-
Killer Price. I thought this was the other post...
It must be "Lift Installation Season"!
-
One of the primary advantages of a overboard controlled flow dump is that a situation like is occurring on Big Phil's GT35R could be tuned around. A MIDRANGE RPM surge situation would be eliminated and the car could launch at a HIGHER boost pressure due to not coming to a minimum-flow situation at midrange rpms.
The overboard modulation will solve 'improperly applied' oversized turbocharger issues with these very aggravating midrange (not racing speed) surge issues.
Like I previously posted, the implementation of a two-phase control of the turbo would allow running the smallest turbine wheel coupled to the largest compressor it could turn (on the ragged edge of slip ratios) and have extrordinary low-speed boost response (full boost off-idle) while allowing for much higher horsepower levels at the upper range of the engine's RPM range. It makes a turbocharger effectively a supercharger in response, still with the advantage of 'being able to be shut off' during cruise for economy.
I have run a system that would deliver 17psi at 1700 rpms (actually the natural surge point was 21psi...and it would reach that by 2000rpms!) and it's not your typical turbo non-linear power delivery setup. The disadvantage was the compressor was small (hence the relatively low natural surge point) if this proposed system was available then, I could have upsized the compressor accordingly, and made considerably more horsepower under the curve---and a BIG curve it was, running from 1700 to 5500. That would have been extendable to 7000 rpms easily, and probably 25psi of boost at 1700 rpms.
It simply was not possible with wastegate only-control, as had I installed a larger compressor then, I would have run into EXACTLY the same midrange surge that Big Phil has on his car. Turbo fine for high end power, but way too much compressor for down low.
What you are missing col, is that my proposed system allows MIDRANGE boost at much greater levels than a simple wastegate-only control scenario. Speed doesn't come from lowering the boost at partial throttle, it comes from sticky tires, grip, and maintaining that higher boost level through the midrange. This system is engineered for midrange performance, the wastegate will only ever work at racing speeds, and then only be crudely, partially effective.
-
If you want to get into a lengthy development needing mods in the system [i don't think venting blow off would be enough] Curious -- it works all over the world, as well as in the aforementioned racing series. Exactly why don't you think bleeding flow will 'be enough'? What is your logical basis for this other than 'thinking' this or that?your pressure bleed would work well.It does, as stated, all over the world. Why are you stuck using 1960's control scenarios which are inherently inefficient. They work "good enough" but are NOT by any means the optimal way of controlling a hot-side turbine driving a compressor. BLEED AIR is the standard in aircraft engines with motive force control for STATIC COMPRESSOR SPEED. When's the last time you saw a 'wastegate' on a jet engine? Same theory at work, good engineering looks for alternative solutions which are applicable. These systems are available now and in use. It is only a matter of time before they become commonplace offerings in the aftermarket. Some OEMS are incorporating this type of control now. Ever wonder why? The wastegate method only needs MS tuning and a softer spring.Really? "Only" needs it to return an inferior control method. You have ignored the inherent disadvantage of wastegate-only control. You continue to ignore the inherent shortcomings of wastegate-only control. Trying to explain it further is probably useless, but one more time... Though I can't convince someone who is totally ignoring facts being presented and just repeating 'I think, I think, I think'. Damn dude what PROOF do you have that this is the way it will work---you are radically altering boost via TPS in phase?---ADDING tip in modulation exacerbation! Do you know what control hysterisis is? Modulation works with a CONSTANT power output. You are varying power (boost) output as you're engaging in TPS Based modulation. This will add MORE reaction time to tune out, can't you SEE that? My 'proposal' at least there are people using that scenario to great effect in both competition and street cars. I still don't think lag would be a problem [ not instant like your system but ].BUT WHAT!?!? You don't 'THINK' lag will be a problem, but then ADMIT it will NOT likely be as responsive as the alternative. Think more.You are adding lag by various methods of control. With the engine at racing rpm bypassing a heap of exhaust then slaming the wastegate shut should bring boost on verry quickly. Both systems should work fine in practice. Here we go again talking about things not being discussed. We are talking about MODULATION i.e. PARTIAL THROTTLE movements. Nevertheless, taking your example your proposed solution will have MOTIVE FORCE LAG through frictional losses and inertial lags to get the wheel up to speed. With a venting blowoff system, the wheel is ALREADY at speed (so you loose that lag), and the intake system is already at FULL BOOST (so you loose that lag for repressuirzation) and additionally you can now program HOW the boost 'comes on' --- TOTALLY programmable via simple PID loops on a valve controlling overboard dump.
Also you seem to think surge will be a problem if I read right. I don't think so, to my knowledge surge happens when the exhaust is not producing enough torque through to the compressor to pump to cope with the flow-pressure on the inlet side.Your understanding is wrong. Think more, what you describe is 'slip' and a different phenomenon. If you don't understand the basics of the dynamics of turbocompression, do you really 'think' your suppositions will work in real life? Sometimes problems will arise you didn't 'think' would, and it's usually from misunderstanding how things work while engaged in the front end of the engineering process. Read the sticky in the turbo section about 'what is surge' and get the basic primer down. What your 'understanding' is leads you astray. If the car does not surge with a normal waste gate set up, it should not do so with this system. Again, incomplete knowledge. Read the sticky. There are several scenarios which will precipitate surge. You may not hear it, but it is happening. And when it does flow is interrupted. I will warrant that a wastegate control will induce a surge through underspeed situation and the flow dropping down and to the left on the compressor map. I could show you this on a chart, centrifugal compressors surge on startup, they surge on shutdown. All due to operating outside set wheel tip speed parameters. Point here being the turbo IS surging with a wastegate setup, and WILL ALWAYS surge with only crude wheel-speed control. IT IS INEVITABLE. The ONLY way to stop a centrifugal compressor from surging is to control it's pressure via an overboard dump (referred to as an 'unloading valve' in the industry.) Where is that 'unloading valve' in an automotive system? The BOV? What controls it but crude pressure and preset springs? With those SET parameters, the compressor WILL cross the surge point while spooling up and down. There should be more exhaust available than comming from idle at WOT. This is a non-starter, but makes assumptions which gloss over so many nuances of proper centrifugal compressor control that it's not funny.
-
What's a Blog?
-
That is only ONE 'turbo' Isky grind. It is not the 'only' one. You need to call, talk to Ron, tell him what you want, and you will get a cam ground to YOUR specifications and intended usage.
I suggested long ago that JeffP call and talk to Ron, and NOT tell Ron what he thought about overlap, duration, lift, etc....but to just tell him what he wanted performance-wise, and see what Ron came up with. Jeff was a bit upset when Ron mentioned given his specs on the engine that he 'was down a bit on power' (which was around 500 crankshaft HP at the time...)
Jeff P thought that a bit arrogant. Until he ran it on the dyno and made 650+RWHP with the same components, save the cam change...
What one person gets from Isky will not necessarily be what someone else gets. For the same price as the others, you can get a specifically engineered camshaft solution for YOUR particular application with a specific lift, duration, split duration, and lobe center. To me it's a no-brainer...
-
Usually an internal wastegate starts moving well before the set pressure.
And this is precisely why they are so prone to poor response characteristics when compared to the alternative scenario I have been discussing.
If you had PWM Variation of the Nozzle (or hell, the wastegate for that matter) to allow for control of speed of the turbo for maximum efficiency, then controlling ultimate pressure via a simple dump overboard on the intake side is a piece of cake.
The difference in the control scenarios is you are in one case (Wastegate) taking motive force and varying it's input, which will always have to overcome rotational inertia of the wheel to come back up to speed, etc...
When you work on compressed air flow blowoff, you are working with product, and not motive force. Much easier to control, and slightly more efficient in the 'modulation' scenario. Off-boost performance would also be slightly better as the blowoff would act as a bypass valve keeping load off the turbo in N/A running (allowing a quicker spool), as well as keeping the wastegate completely closed until AFTER peak efficiency speed of the turbo has been reached. Then, and only then should speed on the motive force end of the equation be regulated. Overspeeding shouldn't be an issue with that scenario. Having proper 'fail open' or 'fail closed' logic on the valves would give a limp home N/A mode as well, instead of the typical blown diaphragm overboost till it blows scenario inherent in most Wastegate only control scenarios.
-
"As best it can"
Obviously when the car is totally drop-throttled the exhaust energy drops considerably.
But with a modulated vent on the intake tract, the wastegate is closed far faster keeping turbine speeds up further than they would be in conventional wastegate control scenarios.
If you were to have flat-shift capability in the ECU, then fuel enrichment and ignition retard would add fire to the turbo and keep it spooled as an external combustion turbine. You can get full boost at idle if you play with it (megasquirt) enough. You can also melt the brazing on your oil feed line and make your paint on the firewall blister due to the excess heat in the turbo....
But we aren't discussing total drop-throttle, we are discussing modulation above boost threshold. In this case there may or may not be a requirement to vent the wastegate and divert exhaust gas. On modulation (partial throttle) it's simply a matter of controlling the wastegate more from a turbo tachometer for constant speed than referencing a crude boost signal. The control of the turbine speed is then a VERY simple matter of a direct tachometer to wastegate position. The curcuitry is relatively simple, you could even use a stepper motor to control it (like the VNT's use a PWM circuitry to alter nozzle position)...
Which brings us to modern diesels. The VNT turbos with the PWM control are doing more to speed the turbo to optimum speed FIRST, then using the VNT to keep it there WITHOUT having to activate a wastegate (there is a reason it's called a WASTEgate---you are throwing free recoverable energy away...) Once at optimum speed, then boost control becomes part of the control loop.
The possibilities are endless. Ideally you would have a VNT to alter the A/R of the turbine from the smallest possible turbine to drive the compressor, with a Wastegate for high rpms (if the VNT was not capable of enough A/R change) and a vent on the intake side. This would all be ELECTRONIC CONTROL with no pneumatic requirements for motive force. Right now most of the stuff uses boost to control actuators. Take that requirement out of the system and the control possibilities expand quite a bit.
Time for lunch, my cohort will likely get cranky if he doesn't get fed soon. TTFN!
-
I'm sure the stock ECU is remappable, most everything is now. The RB25 has short and long term fuel modeling circuitry like anything else, it should be straighforward if there is a software package and interface cable available (and I believe there is...)
-
"Dude, where's my title?"
-
Argh...
AN Fitting on Valve Cover Breather Fitting?
in Nissan L6 Forum
Posted
Argh...
Heat the area around the current fitting with a torch (propane or MAPP Gas if you please!)
This will loosen the 'white sealant' to the point where you can unscrew the elbow.
Tap for appropriate MS/ISO Straight or NPT size, and attach appropriate A/N Elbow.