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Old 04-30-2014, 10:33 AM   #11 (permalink)
In Lean Burn Mode
 
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Quote:
Originally Posted by xntrx View Post
Part of the back pressure is also encouraging EGR (increased pressure differential).

Where are you at with the camshaft advance and separation?

How are you reading the afr? Most o2's i've seen max at around 27.
I still haven't settle on a pre-set cam advance number. The cam's I'm running now are very close to the 5-speed stock turbo cam's. Also I do have control over the cam's advance and retard this year with my adjustable cam gears.


Intake MT opens 21 BTDC close 51 ABDC lobe height 35.493 (34.993 limit)
Exhaust MT opens 55 BBDC close ATDC 9 lobe height 35.493 (34.993 limit)

I'm running two W/B O2's. One a Innovate that reads a max lean of 22.39:1 and the other is a AEM W/B that reads a max of 18:1

How I'm coming up with 30:1 is through my dataloggs by reading air mass flow and fuel mass flow.

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Last edited by pgfpro; 04-30-2014 at 11:34 PM..
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Old 05-03-2014, 11:53 AM   #12 (permalink)
In Lean Burn Mode
 
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Trying to stay motivated? Its tough working six 12 hour days a week at my normal job then come home and see a ton of work ahead of me.

So I keep a log of where I'm at and where I'm going. Its about the only thing that seems to help me.

Here are some more pics.
Second compression rings in place that have been file fitted.

Flow chart of my turbo compound system. Changes were made on this chart. Now the outlet side at light load, will by-passes the inter-cooler to a direct port high heat 225*F plus, post throttle body setup.

This is what pressure ratio with mass flow transition between high pressure turbo and low pressure turbo. Red Line is what the high pressure turbo would look like by itself. Blue line is what the low pressure would look like by itself. Yellow is what the high and low pressure turbos plot should be. Included is the high pressure turbo reaction to the cold gate opening and by passing flow around the high pressure turbo.
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Old 05-03-2014, 03:50 PM   #13 (permalink)
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What gear was that data log in? I hope 4th, because 2350 at 53 mph sounds high.
Nice studs.

Why go this route instead of a VVT? I've thought about adding one (a VVT), add overriding it in DFCO to go full, in order to reduce engine braking on the exhaust side. I've been very happy with the one on my Harley.

I'm guessing its for total power potential? The compounds we do at work are quite impressive monsters.
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Old 05-04-2014, 01:21 AM   #14 (permalink)
In Lean Burn Mode
 
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Quote:
Originally Posted by xntrx View Post
What gear was that data log in? I hope 4th, because 2350 at 53 mph sounds high.
Nice studs.

Why go this route instead of a VVT? I've thought about adding one (a VVT), add overriding it in DFCO to go full, in order to reduce engine braking on the exhaust side. I've been very happy with the one on my Harley.

I'm guessing its for total power potential? The compounds we do at work are quite impressive monsters.
Yes that data log is from 4th gear. I'm running a auto also, so this is my highest gear.

The main reason I'm going with a compound setup is for low end torque and for racing purposes. I should be able to run in the high 9's in the 1/4 mile with this setup. I will do some autox and some hill climbing events with the car also. That's why I gave it the name Misfit Talon. lol

I'm made some progress today. Here's the latest pic of the high pressure turbo and manifold mock up for fitting the low pressure turbo inlet piping.
In this pic you can see the braided line from the direct port high heat line that eventually will connect to and run around the number four exhaust pipe with copper tubing, and then be feed by the compressor outlet.


By-pass 44 mm gate
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Old 05-06-2014, 12:00 AM   #15 (permalink)
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Some more work that I got done this weekend.

In this pic the top charge pipe is done, just need to paint the T/B elbow and install t-bolt clamps. The high pressure turbo compressor outlet charge pipe is going to be made this week so the braided and green pipe will be one aluminum unit. I'm still drawing up the cold side gate that will be installed at a later date, and set in the front wheel well.


In this pic you can see the high pressure turbo inlet that is feed from the low pressure turbo that is a rear mount. This is a very tight fit and i need to do some trimming on the lower longitude engine cradle brace. The low pressure to high pressure turbo charge pipe feed will run tuck under on the passenger side of the drive-shaft tunnel. The oil feed line will run under the drivers side rocker and hook up to the low pressure turbo inlet. The high pressure oil drain will run to the Tilton oil pump and run along the passenger side rocker and feed back into the engine block.
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Old 05-18-2014, 07:55 PM   #16 (permalink)
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Just a little more progress I made in the last week.

10-AN fitting welded in to the pan.



The rear low pressure turbo placement and oil return line is kicking my butt?
I finally got it mocked up where its a downward slope back to where it will tee into the high pressure turbo's oil return line and then run to the front of the car under the drivers side front bumper and connect to the Tilton pump. The pump placement will have air duct-ed towards the Tilton pump for cooling.

At this point the Tilton outlet line will run about two feet back into the oil pan to the 10-AN fitting.
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Old 05-27-2014, 12:54 AM   #17 (permalink)
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A little progress this weekend.lol

I got the oil pan installed and the t-case and drive-line hooked back up. I also installed the EGR valve, t-stat housing and cam angle sensor.

I also started working on the poly carbonate mounting board.
I cut a template out of cardboard and started drawing up where everything will go. In this pic you can see where the battery will go. I'm also going to build a aluminum bracket that will hold both the intake and exhaust MAP sensors that will connect to the poly carbonate board. The board will also hold the oil catch can and the exhaust pressure cool can.


Here's where I tapped the exhausts side of the EGR valve pick up.


Here's a pic from a distance of how it will clean up the passenger side engine compartment. I'm going to paint the back side of the poly carbonate Black Cherry to match the rest of the engine compartment.
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Old 06-03-2014, 07:41 PM   #18 (permalink)
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Watch out with that fitting welded to the oil pan.
Make sure its fully torque arrested. Welded on fitting can crack thin sheet metal real easy.

When I added the second turbo to my suburban it only increased fuel economy by about a half mpg.
Boost was almost instantaneous to the point of always being there.
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Old 06-03-2014, 10:10 PM   #19 (permalink)
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I can't believe I wasn't subscribed to this!

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Old 06-03-2014, 10:46 PM   #20 (permalink)
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Quote:
Originally Posted by oil pan 4 View Post
Watch out with that fitting welded to the oil pan.
Make sure its fully torque arrested. Welded on fitting can crack thin sheet metal real easy.

When I added the second turbo to my suburban it only increased fuel economy by about a half mpg.
Boost was almost instantaneous to the point of always being there.
Maybe you can still get a box end wrench on the fitting so you can tighten the line without stressing the weld, squeezing the wrenches together. Take an old wrench and grind the side of the box end down if you need some clearance, but you probably already know this.

regards
Mech

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