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Re: 88 Mazda 626 Garrett VGT MS2Extra
So does that mean you don't use a restrictor in the oil feed line?
Comparing to holset hy35: Just to get an idea of wheel size compressor: ind:2.306' exd:3.330 Turbine: ind: 2.272' exd:2.551' |
Re: 88 Mazda 626 Garrett VGT MS2Extra
No, I dont have a restrictor in the feed line. I am having some doubts as the whether or not my engines oil pressure is adequate for proper lower RPM control. I think I'm going to put some washers behind the oil pressure control valve spring and see what I can get out of it. right now I dont have much more than 10 psi at idle and it doesnt go past 30 psi at higher RPMs even cold...
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Re: 88 Mazda 626 Garrett VGT MS2Extra
Originally Posted by SiFlyBy
No, I dont have a restrictor in the feed line. I am having some doubts as the whether or not my engines oil pressure is adequate for proper lower RPM control. I think I'm going to put some washers behind the oil pressure control valve spring and see what I can get out of it. right now I dont have much more than 10 psi at idle and it doesnt go past 30 psi at higher RPMs even cold...
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Re: 88 Mazda 626 Garrett VGT MS2Extra
Originally Posted by aero
That is really low. I wonder if that is why romping on it at higher RPM causes boost to come in much slower. Insufficient volume/pressure to rapidly move the piston. |
Re: 88 Mazda 626 Garrett VGT MS2Extra
Originally Posted by aero
That is really low. I wonder if that is why romping on it at higher RPM causes boost to come in much slower. Insufficient volume/pressure to rapidly move the piston. |
Re: 88 Mazda 626 Garrett VGT MS2Extra
Originally Posted by wafflesincars
What happened with your wastegate actuated setup?
Mine is staying with the WG actuator, the car doesn't run though from the spun bearing at ~1000 miles. Still waiting to pull the motor and send it back to the machine shop to fix their mistake. |
Re: 88 Mazda 626 Garrett VGT MS2Extra
Hmm. I'm almost smart enough to tell you what circuit you need and how to build it, but not quite.
You can setup MS to output a PW modulated by TPS and load. You know that. Then you need a couple other little things to change that to what you need, which is current as a function of those variables. Need to get on msefi.com and talk to some people over there. There's a few that are smart enough to tell you what components to use to make this happen. It's probably gonna be something that looks at PW and varies resistance based on it, and that referenced to a votage regulator that's moded to be a current regulator. |
Re: 88 Mazda 626 Garrett VGT MS2Extra
I'd just go the "who gives a ----" method and just deal in abolutes. Zero duty, 50% duty, full duty. Maximize spool with it at zero, switch to 50% at a medium boost level, then full when you hit full boost.
IIRC Aero you said even with your hosing 100% open, boost was still rising? From a very rough scientific point of view, diesels don't produce as much exhaust volume at full throttle power vs gasoline PER LITER. Most diesel engines also suffer from terrible V.E., if you can call it that. Only very complex direct-injection systems make decent exhaust flow at higher rpm. Can you provide any details on how much faster it spools than a conventional setup?? |
Re: 88 Mazda 626 Garrett VGT MS2Extra
Originally Posted by patsmx5
Hmm. I'm almost smart enough to tell you what circuit you need and how to build it, but not quite.
You can setup MS to output a PW modulated by TPS and load. You know that. Then you need a couple other little things to change that to what you need, which is current as a function of those variables. Need to get on msefi.com and talk to some people over there. There's a few that are smart enough to tell you what components to use to make this happen. It's probably gonna be something that looks at PW and varies resistance based on it, and that referenced to a votage regulator that's moded to be a current regulator.
Originally Posted by HiProfile
I'd just go the "who gives a ----" method and just deal in abolutes. Zero duty, 50% duty, full duty. Maximize spool with it at zero, switch to 50% at a medium boost level, then full when you hit full boost.
IIRC Aero you said even with your hosing 100% open, boost was still rising? From a very rough scientific point of view, diesels don't produce as much exhaust volume at full throttle power vs gasoline PER LITER. Most diesel engines also suffer from terrible V.E., if you can call it that. Only very complex direct-injection systems make decent exhaust flow at higher rpm. Can you provide any details on how much faster it spools than a conventional setup?? S |
Re: 88 Mazda 626 Garrett VGT MS2Extra
Originally Posted by HiProfile
I'd just go the "who gives a ----" method and just deal in abolutes. Zero duty, 50% duty, full duty. Maximize spool with it at zero, switch to 50% at a medium boost level, then full when you hit full boost.
IIRC Aero you said even with your hosing 100% open, boost was still rising? From a very rough scientific point of view, diesels don't produce as much exhaust volume at full throttle power vs gasoline PER LITER. Most diesel engines also suffer from terrible V.E., if you can call it that. Only very complex direct-injection systems make decent exhaust flow at higher rpm. Can you provide any details on how much faster it spools than a conventional setup?? Yes it is a 2.4l. 8-8.3:1 compression. Here were my initial spool results with the VGT rack fully closed and fixed there. This is just the first log I opened. Here are the the most important things affecting spool 4th gear 8" of 3" pipe for an exhaust No intercooler E85 8-8.3:1 compression stock head, cams, intake manifold Fairly low timing 1800 1psi 2000rpm 3psi 2500 8psi 2600 10 psi Its a little slower now, the actuator starts to open the thing up a little sooner than I'd like. |
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