New interesting engine has arived
New interesting engine has arived
http://www.bmwblog.com/2016/05/16/world-...-bmw-750d/
Well this engine is quite interesting, oh what I will do to get hand one one and play with...
http://www.bmwblog.com/2016/05/16/world-...-bmw-750d/
Anyway, what will be next? Compound turbo for each cylinder... 12 turbo engine!
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Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Wait 10 years?
Anyway, what will be next? Compound turbo for each cylinder... 12 turbo engine!
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
50harleyrider
06-06-2016, 07:07 AM #3Interesting. My plan is to eventually use 2 small vnt turbos each serving 3 cylinders on my 606.962. It would also be a good candidate for two sets of compounded turbos similar to this BMW. No big deal-just takes a lot of money and resourceful manifolding. With Baldur's ecu and the right e-pump modding, could easily be done.
(06-06-2016, 07:07 AM)50harleyrider Interesting. My plan is to eventually use 2 small vnt turbos each serving 3 cylinders on my 606.962. It would also be a good candidate for two sets of compounded turbos similar to this BMW. No big deal-just takes a lot of money and resourceful manifolding. With Baldur's ecu and the right e-pump modding, could easily be done.
My concern on using VNT turbo on om606.962 is clogging of the VNT mechanism, other wise I think it is a good way to go, tried two gtb2056vl in the past many years ago, two GTD1752Vrk would be nice, I will try it on my om648 when I have find the right injectors for that one, the om606 I am building now is going a very different road...
even Mercedes new om642 with steel pistons is quite interesting, If Baldur make some controller I most likely will try it... The 7- 5-50d show up on ebay but is to pricey for me yet, the om642 with steel piston I have not found there yet...
(06-06-2016, 07:07 AM)50harleyrider Interesting. My plan is to eventually use 2 small vnt turbos each serving 3 cylinders on my 606.962. It would also be a good candidate for two sets of compounded turbos similar to this BMW. No big deal-just takes a lot of money and resourceful manifolding. With Baldur's ecu and the right e-pump modding, could easily be done.
My concern on using VNT turbo on om606.962 is clogging of the VNT mechanism, other wise I think it is a good way to go, tried two gtb2056vl in the past many years ago, two GTD1752Vrk would be nice, I will try it on my om648 when I have find the right injectors for that one, the om606 I am building now is going a very different road...
even Mercedes new om642 with steel pistons is quite interesting, If Baldur make some controller I most likely will try it... The 7- 5-50d show up on ebay but is to pricey for me yet, the om642 with steel piston I have not found there yet...
50harleyrider
06-07-2016, 07:41 AM #6Coking the vnt mechanism isn't a problem on TDI's as long as you exercise it regularly with "Italian" tuneups! The VNT 17/22 on my golf is fine. Should be the same on the OM606. An occasional decoking may be required but the nice part of an OM 606 is they should be mounted up high and easily removable for cleaning.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Had 2256V on prechamber BMW, it stuck only once when I was driving around with vanes fully open (no boost) and lots of smoking. Otherwise it was pretty clean, no clodging just light soot coating when I took it apart. So no problem imo.
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Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
I know the Garret's in the ford 6.0l are terrible about clogging, but you don't hear very often about holsets clogging. I read that it has to do with how they control the vanes, but I honestly don't know.
'82 300D -3" straight pipe, ALDA deleted, 3in1 glowshift gauge, HX30, egr-less manifold, A/W intercooler
'14 Ram 6.7l cummins -G56 handshaker, wishing it was deleted
I thought I was the only one that said Italian tune up
I know the Garret's in the ford 6.0l are terrible about clogging, but you don't hear very often about holsets clogging. I read that it has to do with how they control the vanes, but I honestly don't know.
'82 300D -3" straight pipe, ALDA deleted, 3in1 glowshift gauge, HX30, egr-less manifold, A/W intercooler
'14 Ram 6.7l cummins -G56 handshaker, wishing it was deleted
but if u install one in such a condition to exercise vane moving through out the driving no problem with the garret VGT/VNT.
FD,
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garrets are a diff from other brands , i belive they are the only ones to use moveable guide vanes, instead of a moveable ring gap like holset wich directs flow to static vanes. and others alike... the issue with moveable guide vanes system is by default a bit complicated and fragile, it may easyly become blocked, expecially if subjected to abuse. the other issue is the carbon build up, expecially when the vanes are not exercised, wich is very often the case in our builds. many people use this VNT´s including me just for the purpose of building boost, and therefore the vanes dont operate very often.
but if u install one in such a condition to exercise vane moving through out the driving no problem with the garret VGT/VNT.
FD,
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(06-09-2016, 03:49 AM)barrote garrets are a diff from other brands , i belive they are the only ones to use moveable guide vanes, instead of a moveable ring gap like holset wich directs flow to static vanes. and others alike... the issue with moveable guide vanes system is by default a bit complicated and fragile, it may easyly become blocked, expecially if subjected to abuse. the other issue is the carbon build up, expecially when the vanes are not exercised, wich is very often the case in our builds. many people use this VNT´s including me just for the purpose of building boost, and therefore the vanes dont operate very often.
but if u install one in such a condition to exercise vane moving through out the driving no problem with the garret VGT/VNT.
Garretts approach in fluid mechanics turbo machinery point of view is better in efficiency than the holset sliding vane approach but if you using it static they sure get stuck after a wile and they can even get stuck else otherwise, I did build 10 years ago a volvo D24 with GTB2056vl, it get stuck one time so boost got 3,2 bars, the engine short after did go quite bad, when the engine was dismantled piston number four came out in several pieces... The bottom end torque of that engine was superb in compare to standard...
Garrett approach has one more advantage, if you drive them so vane is quite close at easy drive, just down pipe and a little whistle, you will scare the living daylight ot of people when you floor the gas pedal... though the flying inspection of the police did not find it that amusing,
(06-09-2016, 03:49 AM)barrote garrets are a diff from other brands , i belive they are the only ones to use moveable guide vanes, instead of a moveable ring gap like holset wich directs flow to static vanes. and others alike... the issue with moveable guide vanes system is by default a bit complicated and fragile, it may easyly become blocked, expecially if subjected to abuse. the other issue is the carbon build up, expecially when the vanes are not exercised, wich is very often the case in our builds. many people use this VNT´s including me just for the purpose of building boost, and therefore the vanes dont operate very often.
but if u install one in such a condition to exercise vane moving through out the driving no problem with the garret VGT/VNT.
Garretts approach in fluid mechanics turbo machinery point of view is better in efficiency than the holset sliding vane approach but if you using it static they sure get stuck after a wile and they can even get stuck else otherwise, I did build 10 years ago a volvo D24 with GTB2056vl, it get stuck one time so boost got 3,2 bars, the engine short after did go quite bad, when the engine was dismantled piston number four came out in several pieces... The bottom end torque of that engine was superb in compare to standard...
Garrett approach has one more advantage, if you drive them so vane is quite close at easy drive, just down pipe and a little whistle, you will scare the living daylight ot of people when you floor the gas pedal... though the flying inspection of the police did not find it that amusing,
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