c 270cdi OM612 max hp
c 270cdi OM612 max hp
[img]://vfl.ru/fotos/ea7b8ccc9719571.html]
![[Image: 9719571_m.jpg]](http://images.vfl.ru/ii/1440685453/ea7b8ccc/9719571_m.jpg)
[/URL][/img]It,s compressor map of GT2359V. Red line it,s i think maximum save boost for this turbocharger and orange line i think is unsave. I have no EMP sensor so i forced to trust this compressor map. Air flow calculated with 90% VE and key rpms are taken from Majesty78's calculations in his OM613 thread. In this case rpm-boost graph will be
1500rpm - 1 Bar
2250rpm - 1,5 Bar
2500rpm - 1,7 Bar
3000rpm - 1,8 Bar
3500rpm - 1,65 Bar
4000rpm - 1,4 Bar
4350rpm - 1,1 Bar
And theoretically i'll get this graph then:
[img]
![[Image: 9721038_m.jpg]](http://images.vfl.ru/ii/1440690424/89479069/9721038_m.jpg)
[/img]yellow - stock, red - with this boost map
Is GT2359V really choke at high rev's or i should not trust this compressor map? Right now i can't install EMP sensor for good remap, so i need advice. Earlier as a experiment i made very agressive boost map, it was 2 Bar from 2300rpm till 4350, car was very fast, but i think it could kill a turbo. Besides that intake temp rised so fast to 60-70C so i think turbo was out of optimal efficency by far. If this charger really to small for my needs (i plan amg injectors, CP3 and 1800bar sensor after cold siberian winter and get as much HP as i can) then what bigger one i should install? Holset HX35 or HY35? Or maybe Garett GT3071?
Greetings from Russia! Need help and advices for my project. For now fuel pump and injectors are stock, EGR off from ECU and physically, intake manifold from C30 amg without flaps, custom IC, 3Bar MAP, no cat and no resonator. Turbo is GT2359V from OM613. And here is the question.
[img]://vfl.ru/fotos/ea7b8ccc9719571.html][/URL][/img]
It,s compressor map of GT2359V. Red line it,s i think maximum save boost for this turbocharger and orange line i think is unsave. I have no EMP sensor so i forced to trust this compressor map. Air flow calculated with 90% VE and key rpms are taken from Majesty78's calculations in his OM613 thread. In this case rpm-boost graph will be
1500rpm - 1 Bar
2250rpm - 1,5 Bar
2500rpm - 1,7 Bar
3000rpm - 1,8 Bar
3500rpm - 1,65 Bar
4000rpm - 1,4 Bar
4350rpm - 1,1 Bar
And theoretically i'll get this graph then:
[img][/img]
yellow - stock, red - with this boost map
Is GT2359V really choke at high rev's or i should not trust this compressor map? Right now i can't install EMP sensor for good remap, so i need advice. Earlier as a experiment i made very agressive boost map, it was 2 Bar from 2300rpm till 4350, car was very fast, but i think it could kill a turbo. Besides that intake temp rised so fast to 60-70C so i think turbo was out of optimal efficency by far. If this charger really to small for my needs (i plan amg injectors, CP3 and 1800bar sensor after cold siberian winter and get as much HP as i can) then what bigger one i should install? Holset HX35 or HY35? Or maybe Garett GT3071?
612 D27 dont bet too much on that engine, i had one done at crankshaft /rod bearings . they are just not tough enough. i would be carefull with it. by the way if u need some parts PM me.
regards
FD,
Powered by tractor fuel
well , nothing is the same , but i run one of this in my 605 , at 140cc pump and very often is running at 2.5 bar(3.5 absolute) and i never seen any problem related to thoughness. actually it happened to choke around 4000RPM but that was an instalation issue. that is solved now and it just rocks til 6k.
612 D27 dont bet too much on that engine, i had one done at crankshaft /rod bearings . they are just not tough enough. i would be carefull with it. by the way if u need some parts PM me.
regards
FD,
Powered by tractor fuel
![[Image: 9721678_m.jpg]](http://images.vfl.ru/ii/1440693636/4b2cdb0e/9721678_m.jpg)
![[Image: 9721680_m.jpg]](http://images.vfl.ru/ii/1440693637/b184590f/9721680_m.jpg)
![[Image: 9721671_m.jpg]](http://images.vfl.ru/ii/1440693626/65402236/9721671_m.jpg)
![[Image: 9721666_m.jpg]](http://images.vfl.ru/ii/1440693621/b59f4e83/9721666_m.jpg)
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(08-27-2015, 11:46 AM)barrote well , nothing is the same , but i run one of this in my 605 , at 140cc pump and very often is running at 2.5 bar(3.5 absolute) and i never seen any problem related to thoughness. actually it happened to choke around 4000RPM but that was an instalation issue. that is solved now and it just rocks til 6k.
612 D27 dont bet too much on that engine, i had one done at crankshaft /rod bearings . they are just not tough enough. i would be carefull with it. by the way if u need some parts PM me.
regards
Thanks, then i will not bother about toughness of turbo. Next step i think is to find AMG injectors for reasonable price...or to find who can improve my injectors for more fuel flow.
(08-27-2015, 11:46 AM)barrote well , nothing is the same , but i run one of this in my 605 , at 140cc pump and very often is running at 2.5 bar(3.5 absolute) and i never seen any problem related to thoughness. actually it happened to choke around 4000RPM but that was an instalation issue. that is solved now and it just rocks til 6k.
612 D27 dont bet too much on that engine, i had one done at crankshaft /rod bearings . they are just not tough enough. i would be carefull with it. by the way if u need some parts PM me.
regards
Thanks, then i will not bother about toughness of turbo. Next step i think is to find AMG injectors for reasonable price...or to find who can improve my injectors for more fuel flow.
(08-27-2015, 01:36 PM)dcm Did you dyno the car with the 2359v fitted?No, it's hard to find here dyno. Graphs i posted is theoretical with save (as i thought) boost pressure. But as soon as i get everything out of stock injectors at 1500 Bar and gt2359 i visit city where located nearest dyno.
If you can measure temperature out of the turbo you can easy calculate efficiency, normally if you stay in 70% no problem, go out of 60% and you really starting to stretch it, if I am not mistaken the turbine of the amg c30 is bigger that the turbo you find on om613, but it is not much
measuring exhaust back pressure and temperature and lamda is a good investment in my opion
cool hood, I like it!
If you can measure temperature out of the turbo you can easy calculate efficiency, normally if you stay in 70% no problem, go out of 60% and you really starting to stretch it, if I am not mistaken the turbine of the amg c30 is bigger that the turbo you find on om613, but it is not much
measuring exhaust back pressure and temperature and lamda is a good investment in my opion
(08-28-2015, 03:32 AM)Turbo cool hood, I like it!
If you can measure temperature out of the turbo you can easy calculate efficiency, normally if you stay in 70% no problem, go out of 60% and you really starting to stretch it, if I am not mistaken the turbine of the amg c30 is bigger that the turbo you find on om613, but it is not much
measuring exhaust back pressure and temperature and lamda is a good investment in my opion
Thx for reply. Do you mean measure temp right after a turbo, before IC?
Back pressure i should measure between exhaust manifold and turbo? What difference between intake pressure and back pressure is critical?
(08-28-2015, 03:32 AM)Turbo cool hood, I like it!
If you can measure temperature out of the turbo you can easy calculate efficiency, normally if you stay in 70% no problem, go out of 60% and you really starting to stretch it, if I am not mistaken the turbine of the amg c30 is bigger that the turbo you find on om613, but it is not much
measuring exhaust back pressure and temperature and lamda is a good investment in my opion
Thx for reply. Do you mean measure temp right after a turbo, before IC?
Back pressure i should measure between exhaust manifold and turbo? What difference between intake pressure and back pressure is critical?
efficiency(isentropic)= (T2s-T1)/(T2-T1) obs T is in absolute temperature T+273,15
for example if boost is two bar and inlet temperature 20 degree C
T2s become then 357k, if you measure the outlet temperature of the turbo to 110 degree Celsius (383,15k) efficiency become (357-293,15)/(383,15-293,159)=0,70951 witch mean about 70% (note this is not fully correct but it will do here)
If the boost is one bar and the exhaust back pressure is under 2 bar is working, when you floor it good turbos give lower back pressure than boost if the exhaust temperature is not to low, if back pressure sky rocket, flow in the engine will go down, egt temperature can rise intense to a degree some thing will sooner or later brake or crack, even melt the turbine wheel, under this circumstances lamda value will go down
in general, for egr exhaust need to be higher then boost all time, but egr is дерьмо
Yes measure the temperature and pressure right after the turbo (P2,T2) an before (T1,P1) calculate T2s=(p2/p1)^0,285
efficiency(isentropic)= (T2s-T1)/(T2-T1) obs T is in absolute temperature T+273,15
for example if boost is two bar and inlet temperature 20 degree C
T2s become then 357k, if you measure the outlet temperature of the turbo to 110 degree Celsius (383,15k) efficiency become (357-293,15)/(383,15-293,159)=0,70951 witch mean about 70% (note this is not fully correct but it will do here)
If the boost is one bar and the exhaust back pressure is under 2 bar is working, when you floor it good turbos give lower back pressure than boost if the exhaust temperature is not to low, if back pressure sky rocket, flow in the engine will go down, egt temperature can rise intense to a degree some thing will sooner or later brake or crack, even melt the turbine wheel, under this circumstances lamda value will go down
in general, for egr exhaust need to be higher then boost all time, but egr is дерьмо
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