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  #1  
Old 01-04-2005, 07:43 PM
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Default picking a turbo

continued from the cooling thread

Well, garrett techs, turbo calculator and mike lafleur have all calculated that the engine will use about 46 lbs corrected air flow at a 3.25 PR at 25000. - the best fit is a t61

This conversation is timed perfectly, as i am about to write the check, we have checked the calculations 3 ways, but the reason i am here is to learn soooooooooo
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  #2  
Old 01-04-2005, 08:30 PM
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What's the displacement of the engine (in cubic inches) and what is your max and cruise engine RPM?
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  #3  
Old 01-04-2005, 08:50 PM
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tsio360 = 360 cubic inches
hp = 210
climb rpm 2800
cruise rpm 2400

but this conversation either ratifies the spreadsheet or nullifies it
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  #4  
Old 01-13-2005, 01:11 PM
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With all of this talk on picking a turbo I have made a decision.

I MUST get the engine running as i am going to configure it without a turbo and then compute the actual Volumetric Efficiency, else all calculations will be too far off to be of value in sizing a turbo
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  #5  
Old 01-18-2005, 10:36 PM
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ok you ratary and other automotive guys - are you using stock intake manifolds, or standard porting - seems to me you should be able to find statistics on VE to make the correct the turbo calculations for yourselves

mike
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  #6  
Old 01-19-2005, 08:58 AM
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Mines the stock mazda manifold, Dust. Despite all the suggestions and spreadsheets I still dont have a way to make calculations that help me know what it'll do at altitude. The best idea I've heard is install a turbine calc and temp sensor. This way you can actually monitor the critical variables in the real world. I don't have the funds or patience for that right now, so for me I think it's a case of "blow it and see"
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  #7  
Old 01-19-2005, 10:23 AM
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ok, does not anyone on the fly rotory list know the VE on this engine?
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  #8  
Old 03-18-2005, 01:23 PM
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Thumbs up Turbo Selection

Our choice:
Turbonetics TO4E-50 1.15 A/R P-trim, ceramic ball bearings, water cooled.
http://www.cozygirrrl.com/chapter23.htm
...Chrissi
P.S. our centerline feed 1.3 A/R housing is for sale $100 unused, we have $170 into it, it is our first choice but prefer the fit of the tangental housing with this HKS manifold. the 1.3 A/R was not available in a tangental feed at this time.
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Last edited by Cozy Girrrl : 03-18-2005 at 01:30 PM. Reason: add
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  #9  
Old 03-23-2005, 08:30 PM
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Quote:
Originally Posted by Cozy Girrrl
Our choice:
Turbonetics TO4E-50 1.15 A/R P-trim, ceramic ball bearings, water cooled.
http://www.cozygirrrl.com/chapter23.htm
...Chrissi
Hey Chrissi, very nice looking powerplant. Now I'll have to chant this evening: "I'm not doing a turbo, I'm not doing a turbo, I'm not doing a turbo, " Other feedback. Do you monitor the fly rotary list? Paul-SQ2000 initially had a NA setup with runners like that. He was getting fuel-drip after shutdown due to the fuel coating the runner walls following gravity the wrong way. Also, some on the list, like Tracy, say they got poor throttle response with fuel injector nozzles so far away. What's the motor?

I was just reviewing John Slades. Similiar setup on these points. Maybe non-issues.

Last edited by tnt : 03-23-2005 at 09:30 PM.
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  #10  
Old 04-11-2005, 05:07 PM
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Default New compressor tests

Just completed some tests on compressor discharge temps after switching out a T3 Super 60 wheel for a new E50 trim wheel. At a 1.73 pressure ratio, temps dropped about 12C. New numbers indicate we are operating at about 78% compressor efficiency in the climb at 11,000 feet msl vs. 69% for the -S60. No compressor surge is evident even at 12,000 feet and low manifold pressures down to 22 inches and up to 35 inches. We are happy with the change and will do some further testing at higher altitude on oxygen soon. Our present turbo configuration is T3- stage 3 turbine wheel, .82 A/R turbine housing and the TO4E- 50 compressor. We use an integral wastegate with a cockpit adjustable pneumatic regulator
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  #11  
Old 07-27-2005, 09:42 PM
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Default but did you read the compressor map on a t-61

I am into turbo motor applications will your rotary at 1.3l be able to spin such a large turbine without compressor surge.and for monitoring purposes just get and egt probe and monitor temps after turbo.and you can get compressor maps to tell you what turbo fits what application. as for the t-61 you might want to look at the holset hx-35 these turbo's were built for reliablity the come stock on diesel trucks that run 40psi of boost all day long and the go for 200000 mile with no rebuilds tough as nail turbo and cheap get them on ebay for 150-300 bucks uses a garret t-3 mounting flange.also get a manual boost controller for a car you can manag boost by turning knob in or out.
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  #12  
Old 07-27-2005, 11:08 PM
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I'm the t61 guy and i have put my turbo or turbos decision on hold until i have the volumetric effeciency of the engine figured out, until then its all just too big a guess for me. i'll keep you informed - will know in a coupla of months
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  #13  
Old 10-30-2005, 09:02 PM
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Hi Mike and all,
I thought that a turbocharged engine was suppossed to have close to 100% ve. The turbo pumps whilst the pistons suck.
The Garrett T-61, thats an 600 horsepower turbo! It seems almost madness to be putting it on a 200 hp engine doesn't it? I downloaded the garrett pdf, sat down with a calculator, and came out with the same results. Halve the air density, double the corrected flow.
I still can't get my head around the delicacies of trim though; and I will definitely have a manual wastegate if I use a turbo petrol engine as I now probably will.
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  #14  
Old 10-31-2005, 10:30 AM
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Well - i get many answers on the VE. I'm gonna test and figure.

Also pretty well convinced on two turbos - easier to plumb

great to hear from you again

no manual waste gate for me - time will tell
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dust

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  #15  
Old 10-31-2005, 11:27 AM
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On VE - if you had all the time in the world between combustion events than the engine would be 100% efficient, but, you don't. the intake valve will open and some air will flow in, not enough time for the pressure to equalize between the im and the cylinder.

It is a dynamic system and the time the cylinder has to fill up with air is very limited.

this is the case wether the IM is pressurized or not. I'm hoping that my intake and exhaust work will allow a slightly smaller set of turbos with a slightly lower pressure ratio
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dust

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