That's why I made this conversion table here for you. I started out with only a few. But over the weeks I kept adding equations that are usefull. Put in the value you want converted, like 20 PSI.
Type in 20 the PSI box and click with the mouse on the BAR box and you will get the value in BAR.
I have made conversion tools for pressure ratio, that will come in handy if you are reading compressor maps. Along with conversions for airflow. And also some custom made equations that calculate Airflow to HP and turbo inducer mm to HP and much more. So these formulas will be of great help when reading turbocharger compressor maps. Keep in mind that some of these formulas are to give you estimates of what is theoretically possible to obtain.
Please tell me what A/R compressor housing and inducer/exducer i should be looking for if i want to put the turbo on a 1.3 and i want the turbo to start spooling at about 2800rpm. I'm really really confused.
ReplyDeleteand also for a 1.5 and 1.6. Thank you.
ReplyDeleteDear Sirs, I plan buy the turbocharger Garett GT1548 for my motor bike Yamaha FZ1 (1000 ccm, 150 PSI @ 11000 RPM). I'm selecting a gear pump for oil for this GT1548 now. Can you send me a information, what pressure and flow of the oil I need for the turbocharger, please ? And can you approve me the best oil type for the turbocharger ? Thank you very much for your quick response. Leo Valek ( leo.valek@flowservice.cz)
ReplyDeleteLeo getting oil to the turbocharger on a motorcycle is the easy part and the oilflow and 4-5 bar pressure from the stock oilpump is enough. The hard part is getting the turbocharger mounted high enough. Normally because of clearence issues (front wheel, fairings, radiator, intercooler, oil cooler and turbocharger along with pipes and hoses all need to fit in a very tight space) the oil outlet will often have to be mounted lower than the engine sump / oil pan and this will cause problems for the oil to return to the engine.
ReplyDeleteThe easiest way to solve this is to get an 12 volt electric oil pump. If you can't find an aftermarket 12v oil pump you can get yourself an 12 volt electric water / Diesel pump to drain the oil. You will find that these are more common use in boats and marine environments.
These electric pumps can normally pump 8-12 liter/min water / Diesel and have been tested to work very well with oil for turbocharged bikes. They are small and compact and are built good enough to last a long time on a turbo bike. The best oil for any turbocharged bike or car is a fully synthetic oil 5w50 or similar, remember a turbocharger get very hot and needs a good oil to last.
Why no info or even mention of the Garrett GT25 VNT - stands for Variable Nozzle Tehcnology? Instead of a single injector, it has 12 vanes that go from 0-100% open. Not only was turbolag basically eliminated, a wastegate is no longer necessary. Was introduced for 1989 Shellby and seemed awesome, but then less than 3000 were made.
ReplyDeleteI have access to a rebuilt one and desperately want to know what the deal with 'em is.
They seemed to work great from what I can gather is the problem durability???
Kits to rebuild it exist on ebay cheap enough, except for the VNT part and maybe getting the actuator to work wth it, I'm not sure. I wonder if the VNT or vanes part of it just doesn't last or needs constant work etc.
I'm trying to size the right turbro for a conversion (never been turbo'd) for a straight 6, 12 cyl SOHC, with 3.5L. Finding answers is so much harder than I thought it would be. FYI, happens to be BMW e24 aka M30 engine or model 635csi.
Any help or advice ..... anyone, anyone?
Hi
ReplyDeleteWell I would put up some info on the VNT Garrett turbochargers if I could find any. But because so few where made it's hard to find much about that specific VNT turbocharger. But it's true that the early VNT turbochargers had some problems with durability, especially on gasoline engines.
Today you will mostly find VNT or similar variable turbochargers that have vanes or adjust the exhaust gases in the turbo exhaust housings in a similar manner on Diesel engines. And they work well in Diesel engines because the exhaust gases are much cooler than your avarage gasoline engine. Not saying that the VNT turbocharger can't work on a gasoline engine, it's just the added heat produced by a gasoline engine that can cause problems for the VNT turbocharger to work without problems.
When it comes to BMW and dealing with the M30 3.5L engine, you really don't need to worry about turbo lag or anything like VNT turbochargers because a big SOHC 3.5L engine will have no problem spooling even a big GT35R turbocharger by about 4000 rpm. So it's really more about what sort of power you wan't to make and where in the powerband you want it.
I'm sure you can find some inspiration if you have a look in the Project section at the PPF Turbo forum http://server.pure-pf.com/phpBB/viewforum.php?f=2