chappohj47
Chappo Built
What a shame OZ I had a Schwitzer turbo and a manifold off a 2h hj47 about a month ago which I gave away turbo had only done 15000kms since rebuild if I had known you were looking I would have given it to you
2H turbo manifold
- Thread starter ozcrusier
- Start date
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Maybe. Got any identifying numbers or original application?
I think Tapage has a K27 on his 2H!
I just installed this Garrett turbo (28 Series) on my 2H using the stock exhaust manifold. I'm very pleased with the end result.
Wish I had known about that Chappo I would have loved to get my hands on that.
You can use any T28 turbo, but you'll need a T3-T25/T28 adapter.
- Thread starter
- #27
Not as bad as I thought I just cracked the grade 8 bolts with a lump hammer and added the WD40. T3 both sides off the extension so it's a good option having the choice to run the turbo on top or under the manifold as it can be flipped giving six positions.
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hi there Gerg, just curious what u mean about the split manifold, i have a split on on mine too, can you please elaborate on the faster spool and less backpressue
Ok, we'll split pulse refers to cylinder pulses. When an exhaust valve opens it creates a high pressure pulse. Now if the exhaust valve is just on its way closing and another cylinders high pressure pulse is whizzing past it, some of the exhaust will enter that already empty cylinder. This hurts volumetric effeciency.This essentially steals energy from your turbos turbine and contaminates that cylinders next firing. This is more of an issue in 4cylinders, but applies to 6s as well, but to a lesser extent as the firing orders are better separated. This is not a side note nor should it be underestimated. It robs a lot of power and can cause higher egts. Now I'm not talking about those long equal length convoluted divided manifolds. Equal length is of a lesser bennifit on a diesel vs gasser given the rpms we run. Better to have a smaller volume and less surface area and maximize heat energy to the turbine vs perfectly spaced pulses. Also, even a very lame turbo set up kills an equal length NA exhaust manifold for VE.
Higher rpm. So now when you have the main turbo inlet you can stack up several pulses quickly and then have a slight delay in building another pulse. this is not as effecient as a constant even pressure as it takes more energy to build these higher peaks and some net energy is lost. The turbine inlet begins to choke. In a divided manifold each pulse is separated and does not create such highs and lows. Choking would take much greater flow. Thus at high rpms the divided runs lower backpressure due to pulse division. This is also exaggerated by the next paragraph; faster spool. because the divided housings spool faster, you can afford to run an even larger housing which results in even higher potential flow.
So the turbine requires a certain amount of pressure differential accross it in order for it to act or spool or however you want to describe it. As the pressure in the manifold builds the turbine will begins to spool. A certain volume of manifold will take a given amount of time to pressurize. In a divided manifold each pulse only has to pressurize half the volume. Thus at lower rpms the divided manifold builds pressure more quickly to act on the turbine and spools faster, giving it a lower boost threshold.
The big downside is divided turbos are much much larger physically and the divided manifold are harder to build and are also physically larger in many cases. Not so much in the 6 cylinder, but the 4s definitely are, unless you are fortunate to get a cast piece that's well engineered. So they more difficult and more expensive. Surprise. It's not a surprise actually cus if you have ever looked at a terrible stock manifold and wondered... Wtf? Why would they build something like that? Well the answer usually is smaller and cheaper. This is just the opposite of that logic.
So now I just worked all night, and am no enginer, so forgive my wording but this is my crude understanding.
Higher rpm. So now when you have the main turbo inlet you can stack up several pulses quickly and then have a slight delay in building another pulse. this is not as effecient as a constant even pressure as it takes more energy to build these higher peaks and some net energy is lost. The turbine inlet begins to choke. In a divided manifold each pulse is separated and does not create such highs and lows. Choking would take much greater flow. Thus at high rpms the divided runs lower backpressure due to pulse division. This is also exaggerated by the next paragraph; faster spool. because the divided housings spool faster, you can afford to run an even larger housing which results in even higher potential flow.
So the turbine requires a certain amount of pressure differential accross it in order for it to act or spool or however you want to describe it. As the pressure in the manifold builds the turbine will begins to spool. A certain volume of manifold will take a given amount of time to pressurize. In a divided manifold each pulse only has to pressurize half the volume. Thus at lower rpms the divided manifold builds pressure more quickly to act on the turbine and spools faster, giving it a lower boost threshold.
The big downside is divided turbos are much much larger physically and the divided manifold are harder to build and are also physically larger in many cases. Not so much in the 6 cylinder, but the 4s definitely are, unless you are fortunate to get a cast piece that's well engineered. So they more difficult and more expensive. Surprise. It's not a surprise actually cus if you have ever looked at a terrible stock manifold and wondered... Wtf? Why would they build something like that? Well the answer usually is smaller and cheaper. This is just the opposite of that logic.
So now I just worked all night, and am no enginer, so forgive my wording but this is my crude understanding.
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- Thread starter
- #31
I brought this turbo after Gerg recommendation as I was trying to find a twin scroll turbo to suit. I'm not up to date on turbo's so any help is appreciated. I might rebuild my 2h depending on a compression test next weekend.
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Compressor looks like it's in decient shape. Not sure if it came with the turbo and just isn't in the picture, but this will make attaching charge piping much easier. Looks like yours is in better shape and you paid less than I did for mine! Cool.
http://www.ebay.com.au/itm/Mitsubis...80?pt=LH_DefaultDomain_15&hash=item3cf3f617bc
Cheers
g
http://www.ebay.com.au/itm/Mitsubis...80?pt=LH_DefaultDomain_15&hash=item3cf3f617bc
Cheers
g
- Thread starter
- #34
I have charge pipe coming should be here this week. I've been busy working on the truck all weekend and haven't had a chance to put the turbo next to the manifold to think about making a adapter whats the best materiel to use 1/2 inch mild steel plate. If it's to hard to make I can buy the new unit but it's going to cost $250 with shipping to OZ so I will do my best going the cheap way.
Thanks guys
Thanks guys
So that pre built adaptor you showed me looked pretty scookum. If you had to build one 1/2 mild is easy to work with, but after you buy both flanges and put the time in building it, that 250$ might not look so bad after all.
- Thread starter
- #36
Yeah I know its no easy task mating these two together.
I just rang the Australian distributor $450 with the low OZ dollar and the USA expensive shipping. I reckon I could get one back to OZ for less then $300 US.
I'm going to try and make one from cardboard to see if I can come up with something that may work.
I just rang the Australian distributor $450 with the low OZ dollar and the USA expensive shipping. I reckon I could get one back to OZ for less then $300 US.
I'm going to try and make one from cardboard to see if I can come up with something that may work.
Gahh.... For 450 let see what you can do with the cardboard!
