janus

hi guys,

i have a '92 Ford Scorpio here (similar to the Merkur Scorpio you guys got in the US) with a 2.0l 8V 4banger. It's rated 120hp @5500 and 130lbft @2500rpm, pulls decent but nothing wild, it's also easy on gas. I was looking for some way to boost torque a bit and next thing i knew i was freshening up a GT2052V off a 2.5 Audi TDi

anyone of you guys know of someone running one of those in a gasser application?

thanks in advance
janus

aero

Might want to try reading through/posting on here Turbo Talk - View forum - Variable Geometry Turbo Topics

VGT / VNT specific stuff in that section. No one with the exact same turbo yet that I know of but there will be some stuff you might find useful for controlling yours etc.

janus

i admit i haven't researched the provided link yet, but instead mailed to the garrett gearhead support over on turbobygarrett.com and he sent me the applicable OEM compressor map for my specific part number since the GT2052V i had turned out to be different from the maps they had up on their site.
I got a 56 trim wheel in a .45 A/R compressor housing, and as said it's off an Audi 2.5 TDi (150 or 180bhp) engine from an A6, allroad or something. i will post it later since i have it on my laptop. i plotted some estimated numbers for what i'm looking to do and it seems to be in the ballpark. truth be told, it even was dead on when i plotted it the first time, but the numbers are only estimations so i won't take that for the truth

i also got myself an adjustable rising-rate fuel pressure regulator (the rise-ratio in boost is adjustable) and an MSD boost timing master box from a vortech supercharger application (doesn't feature MSD CD ignition though), both rather cheap. i was toying with the idea of doing a header myself, but now found a guy in finland doing custom manifolds for these engines (not a huge market for that, let me tell you) so i'll probably get one of those.

i have been looking a lot into the VNT control scheme that was used on the '89 and '90 Dodge VNTs (2.2l TurboIV engine in in the K-cars) since i'm into TDs. still trying to understand their control concept.. they were using a dual port actuator and 2 or 3 solenoids controlled by the ECU. here's some basic info if someone is interested DDG- VNT fact sheet.

the way it is controlled on the TDI diesel engine is kinda weird.. since a diesel per se normally doesn't have engine vacuum, the single port actuator is controlled via a solenoid (called the N75 valve in the *** (wait.. or was that VAG?) crowd). a vacuum pump is generating vacuum / feeding a reservoir and the solenoid is switching vac to the actuator.