Turbo choices

[cleanspeed1]

Originally Posted by Odin

i still think you're gonna run hell-a lean at 15psi which was a comment on topic because i think you should take that into consideration when picking a turbo- the comment about the 300zx turbo was a good idea , just my two cents best of luck with the build


also i think one thing everyone will agree with is get a egt gauge before you start, find out what your normal operating numbers are so you have something to reference once you do go turbo

Diesels are designed to run very lean mixtures ( 33 to 1 or better ) and boost is fuel dependent. As long as the fire isn't there, it won't run away boost pressure wise. The more available boost pressure, the better; keeps the egt's down.

[Tygen1]

Originally Posted by cleanspeed1

US spec TDI 1.9, right?

That is correct, however the turbine housing is part of the exhaust manifold, so if the bolt patten and ports line up, then your good to go. It's as small as you can get, there is a GT13 available, but it really isn't nessesary with the VNT. This VNT is mechanical and just needs a boost conection to get it working. You can even buy a good quality, inexpensive, Chinese version from CN Racing.

The SRT4 turbo is also part of the manifold and would not fit. It is also a bit bigger than the GT15.

[cleanspeed1]

I'd still like to look at the maps of some turbos out there; that will get rid of all the guessing. I'm still wondering about a used Eaton M62 or smaller positive displacement supercharger, shouldn't have let my mind wander.

[redpoint5]

Twin-turbo to solve low end, top end power issue? Ok, I realize this isn't practical.

My next off-topic question is, do turbos boost the efficiency of gasoline engines too? That is, would my 2.4L TSX benefit from a boost?

I do realize the main benefit of a turbo is to allow a smaller size engine to be used while not compromising performance.

[cleanspeed1]

Originally Posted by redpoint5

Twin-turbo to solve low end, top end power issue? Ok, I realize this isn't practical.

My next off-topic question is, do turbos boost the efficiency of gasoline engines too? That is, would my 2.4L TSX benefit from a boost?

I do realize the main benefit of a turbo is to allow a smaller size engine to be used while not compromising performance.

Actually, a compound twin set is great for a diesel, and it will allow much cooler EGT's than a single. But for what Christ wants to do, not necessary.

Anything that can introduce more air into an engine will help with the mileage, whether gas or diesel.

Get on Squires Turbo Systems website and see the mpg increases along with the power increase using their setups.

Engines like yours have a lot of port and valve area, so even with all of Honda's engineering tricks, it's light on torque in the low and midrange. By adding boost to get that high flowing head active lower in the rpm range, you don't have to spin the engine up so high to get your car up to speed, and consequently the mpg improves. Honda figured that out and offered their first turbo set up on the Acura RDX.

The secret is being able to run leaner mixtures during off boost situations while cruising along.

[Christ]

Originally Posted by Creeper

SRT4 or PTGT Turbos should make it easy enough for your application the SRT4 and PTGT use the same turbo's and can handle up too 20psi

I used to have a TD04LR "turbofold" from an srt4... Intended to put it in my Caravan (RIP). They're matched to the manifold, and spool backwards from normal turbos.

[Christ]

A couple points:

I'm not only interested in getting more power here. I chose turbo because it uses essentially wasted heat in the exhaust. I'm not really considering superchargers at this point, as they are parasitic power adders, and even though a turbo add significant exhaust restriction, I don't believe the "cost per return" is as high for a turbo.

Work, I don't mind doing. I don't want to spend a ton on this, though. Frankly, 95hp would be more than sufficient, I think.

I'm looking at around 200 for a turbo, it seems. I might be able to find a decent intercooler cheap or free, and piping it is also basically free. The exhaust will be another story... The stock manifold isn't restrictive at all. The toilet bowl flange connection necks down from 2.5" to 1.5" inside, and that's the exhaust restriction in it's entirety. I want to put the turbo close to the current battery location, which means using the OE manifold, opening the toilet bowl to 2.5 inches, and making a curved pipe to bring the exhaust around to the side of the motor, the a down pipe from the turbo back to the original exhaust location, also 2.5 inch all the way back. All of the necessary exhaust has already been priced out at no more than $150.

A twin turbo setup is definitely overkill, but I may consider it in the future if I end up needing more power.

I'm going through an idea in my head where instead of turning up my pump and/or using an LDA pump, I'll pipe in propane and tune my non-LDA pump for "normal" operation, where it'll smoke a bit at full pedal or high load. Propane is cheap, and I can adjust it with a quick regulator for the power boost I want at the time. Just an idea, anyway.

[cleanspeed1]

Wanted to make sure about this before I said anything about it. Diesel Power Magazine had a shootout last year ( September 2010 issue ) and one of the contestants used a CNG assist system ( Matt Handwork, Duramax ) that won the mileage contest, he did 45.58 mpg. Dmitri Millard did 36 and change by pulsing his nitrous system when taking off, and this is on a 1200+ hp ride.

I think we can do better than that.

It'll probably be better to optimize the fuelling so that you're good to go all the time, because you won't be penalized for it, not at this power level. Plus you know how to drive.

The propane will just be icing on the cake.

[Christ]

You mean tuning the LDA pump to make the power by itself, then just staying out of the pedal when I don't need to use it, right?


Seems like the easiest option, for sure. Really, I'd rather not use propane, because using it effectively mans retarding the injection timing, which I can't really do dynamically. Ok, that's a lie, but it involves a high pressure fuel pump and some electronics.... PITA.

[Christ]

Lol... I have a GT37 VNT from a 6.6 Duramax... Too much?

I had a IHI RHB5 VJ11 turbo, but I think I traded it for something some time... Forgot to look while I was at my fathers house.