Smith-02

good noob post, but you can't hotlink. congrats, welcome, post better working ****, and vw's are vaginal wheels.

HomeMadeTurboz

Second try at this

Edit Still sucking at the internet

fe3tcourier

aint that the truth!

as for the holset...

the compressor maps indicate 550crank on gas, but they are bloody rugged units. they may be pushing hot air and on the limits of reliability etc, but i reckon they could do what hes claiming.

joe bloggs who fails **** posting 101 here has your turbo as close to an hx40. nup, its not close to an hx40 on the compressor side, if it was, you'd **** into your claims. as it stands, they are believable, but only just.

JD has lost the plot, he thinks its impossible to get more than 100% ve NA, ignore him, he'll fade away soon enough...

Random Hero

I love listening to diesel talk. Thats what i went to school for. :-)

powersmokes are a ------- joke, end of story there..

cummins are the only realistic way to go for big stock longblock hp per dollar.

HomeMadeTurboz

Obviously don't build a lot of diesels do you... 385whp and ~800tq is near the limit for a cummins 5.9L on an HX-35. This has been done time and time again. Now I realize on that side of the pond a cummins 5.9 is a rarity, but here I can't spit without hitting one. I have run an hx-35 to 390whp and 830tq with 150hp sticks and and a P-pump with a custom 100plate full forward, laser cut dv's, 4K GSK, starwheel all the way down. My Egt's hit nearly 1800 F on the dyno on that short run. Now the 24V head flows better and I have seen 440whp on an hx-35, but I don't care what he has for fueling he is out of air, and not only is that motor is going to melt b4 he hits 500whp, even if he dumps in 500hp worth of fuel there is not enough air in there to burn it.

Even if it was a full HX-40 500whp is a far fetched idea... Gas and Diesel not the same thing.

Turbo ratings from the gasser world will not work for the diesel because we have a completely different A/F ratio than them.
On the turbine side in a gasser you have a mass flow that's almost proportional to the hp produced. In a diesel you have a mass flow that's close to proportional to boost x rpm, the amount of diesel we inject is comparatively small and while going from 20% throttle to 100% throttle the mass of the exhaust gas doesn't change significantly. The mass flow only starts to change as boost and rpm rise. In a gasser with it's throttle we have an instantaneous reaction in the mass flow as soon as we change the throttle position, and for low throttle situations even a spooled turbo will produce boost against an obstacle so the tuning of a turbine and compressor is quite tricky. In a gasser you will normally not have high pressure ratios and will be interested in a compressor that has a rising efficiency and quick rise of mass flow as the boost is falling due to opening the throttle. In a diesel you want it quite the other way round. You need high pressure ratios, you will want a quick rise of mass flow over a rising pressure ratio when the enthalpy in the exhaust gas rises. So the turbine design for a daily driver will be quite different. For a dyno truck or a puller etc you will be accepting tradeoffs that you couldn't accept in your daily driver. To me tuning a turbo on a diesel is a quest to get the widest powerband possible, with the least amount of lag and the quickest possible transition (to reduce smoke and lag) with as little backpressure as possible and while staying within the EGT limits. Then I still want to optimize for fuel consumption.
These factors will dictate the selection of a turbine and compressor trim, and they will change masively depending on the use the engine will see. For me I usually cruise around almost empty, no trailer, at speeds of 60-85 mph,the only load being drag. So my compromise to get good driveability is a very small exhaust housing (with a very big wastegate) and a medium sized compressor that's just above the surge limit in these situations. As soon as I step on the go pedal the rising enthalpy spools the turbine and the compressor raises pressure (rpm don't change that fast, there's a truck in OD, converter locked that has some inertia inhibiting that), in turn I get an increased mass flow at the almost same rpm and get a: more mass flow on the turbine and b: enough air to burn more fuel which then increases enthalpy even more etc. I think it's crucial (for driveability) to always have enough "reserve air" to be able to ramp up the fuel quickly to avoid lag.

To give on final example a GT4294 in a gasser is a 900hp+ charger, in a diesel it is a 700hp charger... HX35 is a 550hp gas charger diesel its a 400hp charger.

con

<------- runs for popcorn

Reyke

gotdamn this is some greasy lovins here

Tom-Guy

Fred doesn't build a lot of gas engines, either.

Excellent n00b first post. Ignore c0mpl3x, he's salty because you didn't post nudes of underage girls. You're +1 in my book.

Smith-02

ive posted enough underage to last for a while, next to mr jagojon

fe3tcourier

exactly. while still inside the map, it can do its 550 crank on gas, or 400crank on diesel, once outside the map with everything else right, it could squeeze in. though it may not last...

what the man is saying is not outside the realms of possibility.

what he said about JD is right on the money ;-)

fred.