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#11
11-11-2009, 03:25 AM
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Okay, electric fan assemble, done.
And i think dumvalve works.. I get same times than before project, on 0-100km/h acceleration. Just need to get that freaking boost valve to work, so i can start bleed it. I wasnt able to come up with the placing of oil separator yet. Then i get bored and left after 5 hours. Oh yea, pictures for you Jason.   In my mind it looks pretty cool. 
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#12
11-12-2009, 10:12 PM
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Looking good man.
__________________
84-264 D24 M46 135K 33MPG 84-D24T 84-764 D24T M46 86-245 B230 366K 83-244 Turbo B21FT M46 72-145 B20 M40 77-245 B21ft project 78-242 B21f BW55 97K 79-242GT B21F M46 165K Biodiesel Processor For Sale
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#15
11-14-2009, 02:29 PM
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IceV_760,
Sorry to hear about your turbo breaking, but congratulations on the new one! Your workmanship is very nice, I'm always impressed by the work I see on this board. As usual, keep us updated on your progress. Us North Americans are always intrigued by what our European friends are working on.
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Jim 1985 Volvo 740 GLE turbo diesel 
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#16
11-14-2009, 09:14 PM
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Nice to hear someone read this, and likes.
http://www.youtube.com/watch?v=KgVrp...eature=related Here is pretty clarifying video about how VNT works if someone didnt knew it. It has alot pros versus ancient to3:s and other by-bass turbos. With VNT you gain early wakening, mine should wake up somewhere about 2000rpm's. Compare that to to3, about 2500rpm's. It will roughly pull up to 5000rpm's. To3, power vanish somewhere about 4000rpm's. Thats 3000rpm's useful "drive-zone" compared to to3's ~1500 rpm's. And it will pull alot more pressure than to3 can before pressure on exhaust side grows too high. And you can tune alot more specifically at where turbo wakes up, how much it will evolve boost etc. Cons are at jig-wings can tangle, and you need to use some more effort to control it. Thats best you can ever hope to your d24, vnt just makes engine alot more comfortable to drive. Above text was collected from few sides ive read, and some about what i know. Just trying to explain my VNT-choosing.
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#17
11-15-2009, 06:38 AM
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IceV_760,
How do you plan on controlling the vanes of the VNT? I've seen a few threads on some VW diesel forums, such as mechanical linkages off the throttle linkage at the injection pump. What are you thoughts for this? "libbybapa" on the VW GTD forum put a GT2559v on his Mercedes 3 liter 5-cylinder, perhaps this could give you some ideas if you don't already have a plan in mind: http://www.vwdiesel.net/forum/index.php?topic=10365.0 Keep us updated on your progress!
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Jim 1985 Volvo 740 GLE turbo diesel
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#18
11-15-2009, 07:15 AM
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Finnish forums are full of different mechanics to mechanically control
VNT ^^ First i just use one pressurevalve, which i bleed, and add electronic solenoid at i can drop pressure when driving on highway. That will be stage 1 to get it back on road fast. Then ill start to build longger visioned one which will allow more specific control over VNT.
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#20
11-15-2009, 01:37 PM
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I'm quite interested to see how you controll it.... I have been toying with the idea of using a Holset HE351VE turbo off a 6.7 cummins. The exhaust side can be closed down quite small so even our small 2.4 will spool it, its got a 60mm compressor, and they are cheap around here!
Jason
__________________
  Back again with a '84 760 GLE D24T/ZF SOLD but not forgotten! 1984 760 Sedan, built D24Tic/ T-5 swapped My engine build: http://www.d24t.com/showthread.php?t...t=engine+build T-5 swap: http://d24t.com/showthread.php?399-W...to-quot-w-pics!
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Linear Mode
