New Project - Skunkwerks EM9D
New Project - Skunkwerks EM9D
The stock oil feed had the restrictor at the end of the line in the fitting that bolted to the turbo....
(07-30-2010, 01:13 PM)Captain America The stock oil feed had the restrictor at the end of the line in the fitting that bolted to the turbo....
(07-30-2010, 01:13 PM)Captain America The stock oil feed had the restrictor at the end of the line in the fitting that bolted to the turbo....
This from Garrett's Website:
Oil Supply & Drainage
Journal Bearing Turbo
Journal-bearings function similarly to rod or crank bearings in an engine - oil pressure is required to keep components separated. An oil restrictor is generally not needed except for oil-pressure-induced leakage. The recommended oil feed for journal bearing turbochargers is -4AN or hose/tubing with an ID of approximately 0.25.
Be sure to use an oil filter that meets or exceeds the OEM specifications.
Ball Bearing Turbo
An oil restrictor is recommended for optimal performance with ball bearing turbochargers. Oil pressure of 40 - 45 psi at maximum engine speed is recommended to prevent damage to the turbocharger's internals. In order to achieve this pressure, a restrictor with a 0.040' (1mm) orifice will normally suffice, but you should always verify the oil pressure entering the turbo after the restrictor in insure that the components are functioning properly.
Recommended oil feed is -3AN or -4AN line or hose/tubing with a similar ID. As always, use an oil filter that meets or exceeds the OEM specifications.
OIL LEAKAGE SHOULD NOT OCCUR ON A PROPERLY FUNCTIONING
SYSTEM IF RESTRICTOR IS NOT USED UNLESS THE SYSTEM
PRESSURE IS EXCESSIVELY HIGH.
Oil Drain
In general, the larger the oil drain, the better. However, a -10AN is typically sufficient
for proper oil drainage, but try not to have an inner diameter smaller than the drain hole
in the housing as this will likely cause the oil to back up in the center housing. Speaking
of oil backing up in the center housing, a gravity feed needs to be just that! The oil
outlet should follow the direction of gravity +/-35° when installed in the vehicle on level
ground. If a gravity feed is not possible, a scavenge pump should be used to insure that
oil flows freely away from the center housing.
Avoid:
Undulations in the line or extended lengths parallel to the ground
Draining into oil pan below oil level
Dead heading into a component behind the oil pan
Area behind the oil pan (windage tray window) where oil sling occurs from crankshaft
When installing your turbocharger, insure that the turbocharger axis of rotation is parallel
to the level ground within +/- 15°. This means that the oil inlet/outlet should be within
15° of being perpendicular to level ground.
Oil pressure is 107psi at cold start and above 3500rpm hot.
(07-30-2010, 06:45 PM)ForcedInduction This from Garrett's Website:
Oil Supply & Drainage
Journal Bearing Turbo
Journal-bearings function similarly to rod or crank bearings in an engine - oil pressure is required to keep components separated. An oil restrictor is generally not needed except for oil-pressure-induced leakage. The recommended oil feed for journal bearing turbochargers is -4AN or hose/tubing with an ID of approximately 0.25.
Be sure to use an oil filter that meets or exceeds the OEM specifications.
Ball Bearing Turbo
An oil restrictor is recommended for optimal performance with ball bearing turbochargers. Oil pressure of 40 - 45 psi at maximum engine speed is recommended to prevent damage to the turbocharger's internals. In order to achieve this pressure, a restrictor with a 0.040' (1mm) orifice will normally suffice, but you should always verify the oil pressure entering the turbo after the restrictor in insure that the components are functioning properly.
Recommended oil feed is -3AN or -4AN line or hose/tubing with a similar ID. As always, use an oil filter that meets or exceeds the OEM specifications.
OIL LEAKAGE SHOULD NOT OCCUR ON A PROPERLY FUNCTIONING
SYSTEM IF RESTRICTOR IS NOT USED UNLESS THE SYSTEM
PRESSURE IS EXCESSIVELY HIGH.
Oil Drain
In general, the larger the oil drain, the better. However, a -10AN is typically sufficient
for proper oil drainage, but try not to have an inner diameter smaller than the drain hole
in the housing as this will likely cause the oil to back up in the center housing. Speaking
of oil backing up in the center housing, a gravity feed needs to be just that! The oil
outlet should follow the direction of gravity +/-35° when installed in the vehicle on level
ground. If a gravity feed is not possible, a scavenge pump should be used to insure that
oil flows freely away from the center housing.
Avoid:
Undulations in the line or extended lengths parallel to the ground
Draining into oil pan below oil level
Dead heading into a component behind the oil pan
Area behind the oil pan (windage tray window) where oil sling occurs from crankshaft
When installing your turbocharger, insure that the turbocharger axis of rotation is parallel
to the level ground within +/- 15°. This means that the oil inlet/outlet should be within
15° of being perpendicular to level ground.
Oil pressure is 107psi at cold start and above 3500rpm hot.
(07-30-2010, 06:45 PM)ForcedInduction This from Garrett's Website:
Oil Supply & Drainage
Journal Bearing Turbo
Journal-bearings function similarly to rod or crank bearings in an engine - oil pressure is required to keep components separated. An oil restrictor is generally not needed except for oil-pressure-induced leakage. The recommended oil feed for journal bearing turbochargers is -4AN or hose/tubing with an ID of approximately 0.25.
Be sure to use an oil filter that meets or exceeds the OEM specifications.
Ball Bearing Turbo
An oil restrictor is recommended for optimal performance with ball bearing turbochargers. Oil pressure of 40 - 45 psi at maximum engine speed is recommended to prevent damage to the turbocharger's internals. In order to achieve this pressure, a restrictor with a 0.040' (1mm) orifice will normally suffice, but you should always verify the oil pressure entering the turbo after the restrictor in insure that the components are functioning properly.
Recommended oil feed is -3AN or -4AN line or hose/tubing with a similar ID. As always, use an oil filter that meets or exceeds the OEM specifications.
OIL LEAKAGE SHOULD NOT OCCUR ON A PROPERLY FUNCTIONING
SYSTEM IF RESTRICTOR IS NOT USED UNLESS THE SYSTEM
PRESSURE IS EXCESSIVELY HIGH.
Oil Drain
In general, the larger the oil drain, the better. However, a -10AN is typically sufficient
for proper oil drainage, but try not to have an inner diameter smaller than the drain hole
in the housing as this will likely cause the oil to back up in the center housing. Speaking
of oil backing up in the center housing, a gravity feed needs to be just that! The oil
outlet should follow the direction of gravity +/-35° when installed in the vehicle on level
ground. If a gravity feed is not possible, a scavenge pump should be used to insure that
oil flows freely away from the center housing.
Avoid:
Undulations in the line or extended lengths parallel to the ground
Draining into oil pan below oil level
Dead heading into a component behind the oil pan
Area behind the oil pan (windage tray window) where oil sling occurs from crankshaft
When installing your turbocharger, insure that the turbocharger axis of rotation is parallel
to the level ground within +/- 15°. This means that the oil inlet/outlet should be within
15° of being perpendicular to level ground.
Oil pressure is 107psi at cold start and above 3500rpm hot.
(07-31-2010, 07:56 AM)Rudolf_Diesel That is for a ball bearing turbo, I am using a journal bearing turbo.I quoted exactly what you posted in #250
Quote:I don't want to run into problems of not having sufficient oil and having the compressor wheel contact the housing - you know this well with your attempt at installing the Holset.Do we REALLY need to go over this again. The holset's failure was NOT IN ANY WAY RELATED TO THE OIL SYSTEM.
(07-31-2010, 07:56 AM)Rudolf_Diesel That is for a ball bearing turbo, I am using a journal bearing turbo.I quoted exactly what you posted in #250
Quote:I don't want to run into problems of not having sufficient oil and having the compressor wheel contact the housing - you know this well with your attempt at installing the Holset.Do we REALLY need to go over this again. The holset's failure was NOT IN ANY WAY RELATED TO THE OIL SYSTEM.
What I posted was about the needs of a journal bearing turbo and that is what I have.
A far as the rest of your post I will not go an further with that subject as it is serves no purpose on this particular thread.
As far as my knowledge, well, your opinion is yours and you know what they say about opinions.....BTW, I see you edited your remark.
(07-31-2010, 08:14 AM)ForcedInduction(07-31-2010, 08:09 AM)Rudolf_Diesel What I posted was about the needs of a journal bearing turbo and that is what I have.DOH. You're right. I just skimmed the article and I didn't notice that it was about different turbo types.
Quote:A far as the rest of your post I will not go an further with that subject as it is serves no purpose on this particular thread.Mature choice. Hopefully jeemu will learn to do the same in his thread.
Quote:BTW, I see you edited you remark.To add information.
(07-31-2010, 08:14 AM)ForcedInduction(07-31-2010, 08:09 AM)Rudolf_Diesel What I posted was about the needs of a journal bearing turbo and that is what I have.DOH. You're right. I just skimmed the article and I didn't notice that it was about different turbo types.
Quote:A far as the rest of your post I will not go an further with that subject as it is serves no purpose on this particular thread.Mature choice. Hopefully jeemu will learn to do the same in his thread.
Quote:BTW, I see you edited you remark.To add information.
(07-31-2010, 08:17 AM)Rudolf_Diesel Anyway I am here to learn and educate - I will stay on task.
(07-31-2010, 08:17 AM)Rudolf_Diesel Anyway I am here to learn and educate - I will stay on task.
Getting some things done today and it is coming together well. I have drive shaft on my list today, hopefully it will cool down and I will have it done by the end of the day.
A few pics of the progress:
Back side of I/C
New and improved oil line fittings
View of turbo side
Decided to say ef it and get it done - finished the drive shaft, flex discs, center bearing/ support and a nice and clean heat shield.
(08-01-2010, 07:31 PM)winmutt Looks good. Nothing like stickin it out for a few extra hours. Always makes for sweet dreams later that night .
(08-01-2010, 07:31 PM)winmutt Looks good. Nothing like stickin it out for a few extra hours. Always makes for sweet dreams later that night .
Ummm, Why do I recognize your new profile pic??? bahahahaha!!!
Every time I look at this I am struck at how beautiful it is good job with the engine. It rivals the finnish guys work even. Btw if you are completely wrong and blow the engine I suggest putting it in a glass box and using as coffee table
you may have already mentioned this, but what are you using for flex discs again? did you say V8 discs? The one on the front looks pretty impressive. The rear one looks way stronger as well, with far more metal to rubber ratio.
(08-03-2010, 01:13 PM)dropnosky you may have already mentioned this, but what are you using for flex discs again? did you say V8 discs? The one on the front looks pretty impressive. The rear one looks way stronger as well, with far more metal to rubber ratio.
(08-03-2010, 01:13 PM)dropnosky you may have already mentioned this, but what are you using for flex discs again? did you say V8 discs? The one on the front looks pretty impressive. The rear one looks way stronger as well, with far more metal to rubber ratio.
(08-04-2010, 04:23 PM)squirrelmaster So how is The injection Pump comeing along?
(08-04-2010, 04:23 PM)squirrelmaster So how is The injection Pump comeing along?
Tick-tock, tick-tock, tick-tock. Time goes sooo slowly sometimes...
(08-04-2010, 05:59 PM)Biohazard Tick-tock, tick-tock, tick-tock. Time goes sooo slowly sometimes...
(08-04-2010, 05:59 PM)Biohazard Tick-tock, tick-tock, tick-tock. Time goes sooo slowly sometimes...
It's HERE!!!
Please take lots of video's when its running!!!
This is a pure porn )))))))
I can not wait to see it running )))
That is absolutely beautiful work.....
But, do yourself a favour.....
Get some Clamps on those Injection-Hard-Lines!
(08-08-2010, 05:06 AM)Alastair E That is absolutely beautiful work.....
But, do yourself a favour.....
Get some Clamps on those Injection-Hard-Lines!
(08-08-2010, 12:27 AM)willbhere4u Please take lots of video's when its running!!!
(08-08-2010, 05:41 AM)ForcedInduction Did you run it yet? Did you run it yet!?
(08-08-2010, 05:06 AM)Alastair E That is absolutely beautiful work.....
But, do yourself a favour.....
Get some Clamps on those Injection-Hard-Lines!
(08-08-2010, 12:27 AM)willbhere4u Please take lots of video's when its running!!!
(08-08-2010, 05:41 AM)ForcedInduction Did you run it yet? Did you run it yet!?
Braaaap!
(08-08-2010, 03:00 PM)squirrelmaster Oh boy! I Can't wait to get my pump back from dave
(08-08-2010, 03:00 PM)squirrelmaster Oh boy! I Can't wait to get my pump back from dave
(08-09-2010, 12:02 AM)tomnik thanks God it's not me causing the delay...
But if it helps: Imagine the delivery time for the future in case Rudolf's IP runs at all
Jokin', all settings are reported and Rudolf's was to learn where to touch it.
Tom
(08-09-2010, 12:02 AM)tomnik thanks God it's not me causing the delay...
But if it helps: Imagine the delivery time for the future in case Rudolf's IP runs at all
Jokin', all settings are reported and Rudolf's was to learn where to touch it.
Tom
Just as in all new frontiers, things need to hacked & mapped. I applaud all involved & when I can get a 1:1 reversing trans for my Penn Yan, I'm gonna stuff a 617 in it with one of thede pumps !!!!
(08-09-2010, 12:02 AM)tomnik thanks God it's not me causing the delay...
But if it helps: Imagine the delivery time for the future in case Rudolf's IP runs at all
Jokin', all settings are reported and Rudolf's was to learn where to touch it.
Tom
(08-09-2010, 12:02 AM)tomnik thanks God it's not me causing the delay...
But if it helps: Imagine the delivery time for the future in case Rudolf's IP runs at all
Jokin', all settings are reported and Rudolf's was to learn where to touch it.
Tom
Rudolf,
As I've been PM'ing Tom about, any information that your pump builder is willing to share with us here in the UK is would be very much appreciated. I have a local diesel shop who I have worked with for many years and they are keen to build me a 6 cylinder M pump for my 606 with some of Tom's elements, so any help is appreciated.
When are we going to get a video of it running
Hugh
(08-09-2010, 10:28 AM)HughF_UK Rudolf,
As I've been PM'ing Tom about, any information that your pump builder is willing to share with us here in the UK is would be very much appreciated. I have a local diesel shop who I have worked with for many years and they are keen to build me a 6 cylinder M pump for my 606 with some of Tom's elements, so any help is appreciated.
When are we going to get a video of it running
Hugh
Amazing work Rudolf
Good to see the Super M pump shining in the southern California sun!
The final setting of the high idle screw (max rpm) was exactly 1.5 turns CW. Until you get used to the power and response of the engine, I suggest returning the high idle to the bench verified, stock setting of exactly 1.5 revolutions CCW
Hugh, I will send you a PM.
(08-09-2010, 10:28 AM)HughF_UK Rudolf,
As I've been PM'ing Tom about, any information that your pump builder is willing to share with us here in the UK is would be very much appreciated. I have a local diesel shop who I have worked with for many years and they are keen to build me a 6 cylinder M pump for my 606 with some of Tom's elements, so any help is appreciated.
When are we going to get a video of it running
Hugh
(08-10-2010, 02:04 PM)tomnik oh David,
did you inform Rudolf that he has to keep max. rev below 2000/min for the first 2000 mi for running in the pump??
Rudolf, I am sure your excellent work and the performance will set the level quite high.
Tom
(08-10-2010, 02:04 PM)tomnik oh David,
did you inform Rudolf that he has to keep max. rev below 2000/min for the first 2000 mi for running in the pump??
Rudolf, I am sure your excellent work and the performance will set the level quite high.
Tom
(08-10-2010, 02:14 PM)Rudolf_Diesel^^^^???^^^^^(08-10-2010, 02:04 PM)tomnik oh David,
did you inform Rudolf that he has to keep max. rev below 2000/min for the first 2000 mi for running in the pump??
Rudolf, I am sure your excellent work and the performance will set the level quite high.
Tom
Das ist Scheiße
(08-10-2010, 02:14 PM)Rudolf_Diesel^^^^???^^^^^(08-10-2010, 02:04 PM)tomnik oh David,
did you inform Rudolf that he has to keep max. rev below 2000/min for the first 2000 mi for running in the pump??
Rudolf, I am sure your excellent work and the performance will set the level quite high.
Tom
Das ist Scheiße
First of all - way cool. Reminds me of the compound turbo Wright radial engines on the Connie.
Very cool - low end boost until the turbo spools up enough to push more air at high RPMs.
So now you need a clutch on the supercharger which will cut it out whenver the RPMs get high enough - some simple pressure micro-switch which will return to supercharger when the turbo boost comes down - differential pressure sensor perhaps between the two sides ?
Ahhh, to have mad time to do something like this. I'll just keep to simple projects like puting a turbo OM606 into a w140.
(08-08-2010, 02:38 AM)Biohazard
(08-08-2010, 02:38 AM)Biohazard
(08-10-2010, 07:38 PM)Rudolf_Diesel Dude...I kept trying to figure out WTF is that from and my son told me and I started laughing may ass off!
http://www.youtube.com/watch?v=4pXfHLUlZf4
I thought it was your angry face, not your "O" face
(08-10-2010, 07:38 PM)Rudolf_Diesel Dude...I kept trying to figure out WTF is that from and my son told me and I started laughing may ass off!
http://www.youtube.com/watch?v=4pXfHLUlZf4
I thought it was your angry face, not your "O" face
(08-10-2010, 02:04 PM)tomnik oh David,
did you inform Rudolf that he has to keep max. rev below 2000/min for the first 2000 mi for running in the pump??
Rudolf, I am sure your excellent work and the performance will set the level quite high.
Tom
Oh no, I told him to keep the max revs to only 1500/min for ~2000 mi! I hope he reads this
Hugh, PM sent
Damn funny video!
(08-10-2010, 02:04 PM)tomnik oh David,
did you inform Rudolf that he has to keep max. rev below 2000/min for the first 2000 mi for running in the pump??
Rudolf, I am sure your excellent work and the performance will set the level quite high.
Tom
Got it started and made a quick video, really crappy, but IT'S ALIVE!
http://www.youtube.com/watch?v=kUwlDkPtxqg
Just read through this thread....Incredible buildup and the engine sounds awesome!
sweet love that sound!
A couple of issues...
1. I think the power steering pump is kaput. I do not have any power steering - I rotated it by hand and the fluid from the box did pump into the resevoir (it was red in the steering box and the fluid in the reservoir was clear, now it is all red).
2. The A/C bracket was made from a precision aluminum cast plate and it had some flex - well it broke, no big deal. I just now have to make it out of steel and add some gussets to the back side.
3. It sounds like the coupling in the supercharger may have a little play, I didn't think it needed to be replaced, but I guess I was wrong. No big deal, all part of the shake down process.
4. One of the copper washers for the turbo water cooling lines is leaking, I tightened it, but it still has a small leak.
It sounds wicked and needs to be driven!