oldestof11 wrote:From what I gather in my turbo sizing discussion, for a small displacement high revving diesel (ours that hit 3-4k RPM), you need a larger turbine compared to the exhaust wheel. That's why a 62/68 may spool better than a 62/65. So a 57/71 should spool great.
Reason being, the small compressor doesn't need much shaft HP to make the required RPM/PR to be in its map. The 71mm turbine has a greater surface area to capture the heat energy.
When I talked to a few people about a 600hp capable charger for my old 5spd 4x4, I was recommended by more than one person a 71mm turbine over the 65 and 68s. It was to be able to capture more heat Energy that was lost between the shifts. The compressor I was recommended 62FMW, 63, and 64mm.
Good info.
I appreciate y'alls suggestions.
Still cyphering it all. Work's kicking my @ss.
On a related note . . . ..
- So I was running the Scheid 6x.016" EDM VCO style injectors that Eric had tested to find they flowed 7.2 lpm (liquid) IIRC. Made good WOT power with them.
- With their tendency to split, I went to some 5x.018" SAC style injectors that Eric had flow-honed to match the 6x.016" VCOs in terms of flow . . . . . . and maybe
just a little more.
- Some work was also done to the pintles to allow the injectors
just a little more flow.
- I've currently got them set to the stock/OEM Pop-pressure.
- In a nutshell, I'm flowing a good bit more than the 6x16s as is shown by my EGTs (all else being the same). Further, the SAC nozzle design is supposedly more efficient (
fineprint) than the comparable VCO, so I should see a subtle power gain by default (all else being the same).
Hold those thoughts . . . ..
- When we turn in the main fuel-screw, we effectively lengthen the injection event in terms of time.
- With that, we have to advance the static injection event timing so as to get more of the fuel in the piston bowl. Hopefully BTDC.
I've read somewhere that excessively lengthening the injection event can result in more of the fuel being injected outside of the bowl (both at the beginning and end of the injection event), as well as perhaps ATDC. All of which are counter productive at best. Makes sense . . . . .
So . . . .
With these 5x18s, I should be able to
back off the main fuel-screw a little and still flow that of the 6x16s, . . . . . and do it in a shorter injection event.
Right?