beags86
Eastbound and Down
SQUIRREL!
Yeah, it won't happen. I have my tent trailer and such. And it's not a new want.
CK5
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One Piece at a Time: My 1985 Diesel Suburban
- Thread starter AgDieseler
- Start date
Yeah, it won't happen. I have my tent trailer and such. And it's not a new want.
^^^^ Me too!
Just had to share - there is a new (to me) turbo headed to the Willomet Garage from our friends at Fortify Offroad. As Ethel heads down the left-hand path of the Otto Cycle, Steve was kind enough to let me buy his unused turbo.
Photos when it gets here.
David
Photos when it gets here.
David
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That's cool!
What will be the difference with the new turbine curve?
Not 100% sure. The 4911 and 6.5 injectors can flow 250hp/480ish lb-ft, and I'm on the tame end of the tune right now. The TE06H just doesn't push enough air through the intercooler to make the most of the fueling.
I'll see what I can tune with some timing and rate. My goals are fairly modest.
David
So what are your goals for hp/trq?
And what type of turbo is it?
And what type of turbo is it?
Goal - better sustained boost and torque, or "more area under the curve."
The TE06H doesn't push well through the intercooler below 2k, so the goal is to raise and flatten the torque curve as measured by my finely tuned seat-of-the-pants dyno, and burn cleanly my 75cc of fuel, which should be plenty for 450 lb-ft.
The HE351CW should be very responsive with its 9cm exhaust housing, and flow plenty of air with a compressor that is significantly larger than the TE06H. My EGTs are well in line, so I'm willing to try the small exhaust housing.
Should be 19.7:1 and I top out at 15psi, the max on my current gauge and confirmed with a test on my wastegate. I'll probably get a 20psi gauge soon.
Also, more turbo noises.
David
My experience is mostly theoretical (read: nonexistent), but 19.7 seems high for someone wanting boosted power out of a 6.2 block. I would have thought 15 PSI is plenty.
Compression ratio on these indirect engines, especially when boosted, is a hotly debated topic. I tend toward factory ratios with lots of attention paid to engine cooling, intercooling, and choosing a compressor that runs efficiently at a given flow and pressure.
The marine 6.5 is commonly an 18:1 engine, while even the latest P400 is still 20.5:1. Low end torque is a varying result, and I prefer not to lose the response of a 20:1 engine in the 1000-1500 range in favor of top end power at 2700-3500. Even more confusing, Bill Heath runs his twin turbo P400 at 24:1. My 19.7:1 comes from using diamond precups, .005 cut heads, and .010 head gaskets.
It's all about the "Ricardo Comet V" combustion swirl. Dish the piston too much or fly cut the top, and you change the characteristics of the burn, reducing efficiency. Allegedly. It's an old way to do compression ignition, and is very sensitive to timing and small airflow changes, especially on a DB2 mechanical pump. DS4s have greater control of timing, which adapts well to higher boost levels.
12-20 psi is within the HE35's efficient range, and should be enough air for 350hp - plenty for my 6.2 running a 4911 pump. I'm not overly concerned about the pressure, since a good-running engine with the right cooling can handle 15psi all day. Most folks that have problems at pressures that high are doing it on 6.5s with GM-x turbos, which are something like 3:1 restrictive above 12psi and creates more cooling problems than anything else.
I'm eager to experiment, and I'll stud the block if I have to.
David
The marine 6.5 is commonly an 18:1 engine, while even the latest P400 is still 20.5:1. Low end torque is a varying result, and I prefer not to lose the response of a 20:1 engine in the 1000-1500 range in favor of top end power at 2700-3500. Even more confusing, Bill Heath runs his twin turbo P400 at 24:1. My 19.7:1 comes from using diamond precups, .005 cut heads, and .010 head gaskets.
It's all about the "Ricardo Comet V" combustion swirl. Dish the piston too much or fly cut the top, and you change the characteristics of the burn, reducing efficiency. Allegedly. It's an old way to do compression ignition, and is very sensitive to timing and small airflow changes, especially on a DB2 mechanical pump. DS4s have greater control of timing, which adapts well to higher boost levels.
12-20 psi is within the HE35's efficient range, and should be enough air for 350hp - plenty for my 6.2 running a 4911 pump. I'm not overly concerned about the pressure, since a good-running engine with the right cooling can handle 15psi all day. Most folks that have problems at pressures that high are doing it on 6.5s with GM-x turbos, which are something like 3:1 restrictive above 12psi and creates more cooling problems than anything else.
I'm eager to experiment, and I'll stud the block if I have to.
David
Ohhh I am excited to see how this perfoms! That turbo should nail those goals easily, were you able to track down a compressor map? That was something I had a really hard time finding.
I just love the amount of info and knowledge that you share. You have a seriously impressive amount of knowledge about these engines.
I just want 12 psi and some mpg's haha.
I just want 12 psi and some mpg's haha.
Totally agree. An HE35 might even be called overkill. My local distributor says they have the detailed maps needed and just need the serial number.
David
Glad to share what I've learned, and good economy with reasonable power makes a ton of sense. I have zero credibility when it come to "leaving well enough alone."
David
Well my hopes are an "A-team" turbo and a good tune from Heath. That's what I feel is the best route combo for what I need.
Time for some turbines!
I'm planning to install mine this fall.
I'm planning to install mine this fall.
