Is there ever too much. It is always satisfying when you finally build what you are thinking. And I like what you are thinking.
The 2H/12H-T/1HZ/1HD-T/1HD-FT Gturbo Alternative Tech Thread (2 Viewers)
- Thread starter ForealBoreal
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Well kowalskis been wanting some more oomph out of his truck and the td04 and 5s assemblies won't support past 30 lbs either due to bearings or compressors limitations so it's been on my mind. Same high pressure turbo would cross over from his engine to the 1hdt mapwise. He wanted compounds which is easier to map but harder to fit in the engine bay. So I figured I might kill two birds with one scone as they say......or something like that. Must be a seriously bad scone. I don't even like scones, unless they have tons of jam. Everything is good with way too much jam.
mudgudgeon
Resident galah
I see they've legalised marijuana in The Centre of the Universe hey Gerg!
Yeah they make a TD06 11 blade turbine wheel which could be machined down to TD05 size. But no-one has done that yet.
The 9 and 11 blade turbines run a different blade profile to the 12's. A blade profile that is more efficient across a wider flow range.
So the 12 blade gets out of bed sooner but gets hungry by lunch.
The 9 blade doesn't get out of bed until lunch but snorts enough coke to keep partying all night.
The 11 blade with a better alarm clock will get the most done from all of them. But left to it's own devices will be beaten by the 12.
We'll leave the 9 blade to the petrol ricers. I've built an 11 blade TD04HL but haven't fitted it and my engine is strewn across the garage. I only have time to write about it online, not actually clean it up and reassemble.
mudgudgeon
Resident galah
Feed back I got from mambatek was that machining down a td06 11 blade to fit td05 would leave the blade profile less than ideal
Yes marijuana will definitely make us all healthier. It's as morally bankrupt a decision as allowing nitrates in our foods.
Td06 uses the same compressors and bearings as the td05 so is subject to the same limitations unfortunately.
Td06 uses the same compressors and bearings as the td05 so is subject to the same limitations unfortunately.
Nice to see another turbo combo for the 1HDt. What size compressor are you going with on your TD04HL build. The TD04 should be super responsive and provide great driveability. Using the 11blade should reduce back pressure up top too. Can’t wait to see it assembled.
Too funny about your motor being strewn across the garage. I also suffer from this problem but I think the weed makes me care a lttle less about it. It is medicinal after all. I should put this joint out right now and go out to the garage to clean up.
In a minute I have the munchies!
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That's never stopped turbo companies before. Turbine wheels are cast in the largest size and machined down to fit all the other trims.
Nice to see another turbo combo for the 1HDt. What size compressor are you going with on your TD04HL build. The TD04 should be super responsive and provide great driveability. Using the 11blade should reduce back pressure up top too. Can’t wait to see it assembled.
Too funny about your motor being strewn across the garage. I also suffer from this problem but I think the weed makes me care a lttle less about it. It is medicinal after all. Maybe I should put this joint out now and go out to the garage.
My TD04HL is for an Isuzu 4BD1T and has an extended tip 19T compressor. The intent is to be close to a HE221 but more efficient. The displacement isn't much different to a 1HD-T but the engine characteristics are very different. The 4BD1T is a low rpm slugger so the turbos are smaller to fit with that. The 1HD-T is shorter stroke and naturally wants to spin faster so turbos are bigger size than just the displacement difference.
I can't get enough done without weed!
Nope, but I see an a26.
mudgudgeon
Resident galah
I get that.
The response from mambatek was along the lines that they could take a td06 wheel machine the outer diameter down, but it would be inferior to a purpose designed turbine.
Machining would leave the blades thicker than they would be for a purpose made turbine and blade profile different.
Comes back to the same old thing, if there's no commercial demand for a new product, someone has to go out on a limb, cough up for a limited run then test it, prove it, and bring it to market.
Or cobble together something from available or modified parts.
Nz Nath
SILVER Star
A while back I posted about a ct20b in a 13bt powered truck. A large aftermarket compressor with the ct20b turbine/housing didn't work well at all, stock ct20b worked reasonably well for ordinary driving.
I did a longer highway drive a couple of months back and it convinced me that the ct20b set up is no good for the high gearing on my truck (3.54diffs). 4th gear up big hills 100kmh, I'm only doing 2.2krpm and getting 12psi and my egt skyrockets, have to back off. I can drop to 3rd but the revs are up in the high 3s, 20psi and egt drops, but water temp starts climbing and the engine doesn't sound happy. I turned my max fuel down after that drive, but I still have to let my speed drop on big hills or I'm quickly well over 700c pre turbo.
Someone suggested the he221 before, and that idea stuck. So now I have a new Chinese he221 off eBay, appears to be genuine holset, fitted to my truck. 5.5cm exhaust housing. Just waiting on a couple of oil return bits to show up this week and will be running. So what is a sensible max boost? For the he221 and for an older DI Toyota?
I did a longer highway drive a couple of months back and it convinced me that the ct20b set up is no good for the high gearing on my truck (3.54diffs). 4th gear up big hills 100kmh, I'm only doing 2.2krpm and getting 12psi and my egt skyrockets, have to back off. I can drop to 3rd but the revs are up in the high 3s, 20psi and egt drops, but water temp starts climbing and the engine doesn't sound happy. I turned my max fuel down after that drive, but I still have to let my speed drop on big hills or I'm quickly well over 700c pre turbo.
Someone suggested the he221 before, and that idea stuck. So now I have a new Chinese he221 off eBay, appears to be genuine holset, fitted to my truck. 5.5cm exhaust housing. Just waiting on a couple of oil return bits to show up this week and will be running. So what is a sensible max boost? For the he221 and for an older DI Toyota?
As much as you need to burn all your available fuel at your desired egt level
With no intercooler I'd go for 16-18. It's hard to make headway at higher boost without intercooling.
Nz Nath
SILVER Star
I have a small fmic, 45mm inlet and outlet. Replacing it is on the to do list. Fired up the truck and had a couple of quick test drives. Inlet pipes after a run are warm pre intercooler and pretty cool post intercooler, so seems to be doing it's job.
The wastegate actuator seems to limit boost to about 24psi. Reaches 20psi just above 2k rpm. A quick test with the actuator boost line blocked off and it doesn't seem to boost much higher. Up the nearest big ass hill could just barely get up to 30psi doing 110kmh, but slow to increase after about 25/26psi. Is that likely the limit of the 5.5cm exhaust housing? Lack of fuel/egt? Or wastegate creep? Did seem to spool up quicker with the line blocked off, so might look at a boost tap. The actuator is adjustable as well so will experiment with increasing the preload a touch.
Egt is way down. Couldn't get it past 550c preturbo up a big hill foot flat, same fuelling where the ct20b would be hitting high 700s. Turned up the max fuel screw, still doesn't want to go much past low 600s. When I'd previously tried cranking the fuel up with the ct20b it could fairly easily hit 800c and climbing fast.
Need to do more testing but initial feeling is I'm really happy with this turbo. The truck pulls hard, comparable to stock common rail utes. Makes it fun to drive, and no longer feels sluggish accelerating from low revs with the high gearing. Looks like it spools from about 1200rpm, but feels like it 'takes off' from 1600.
The wastegate actuator seems to limit boost to about 24psi. Reaches 20psi just above 2k rpm. A quick test with the actuator boost line blocked off and it doesn't seem to boost much higher. Up the nearest big ass hill could just barely get up to 30psi doing 110kmh, but slow to increase after about 25/26psi. Is that likely the limit of the 5.5cm exhaust housing? Lack of fuel/egt? Or wastegate creep? Did seem to spool up quicker with the line blocked off, so might look at a boost tap. The actuator is adjustable as well so will experiment with increasing the preload a touch.
Egt is way down. Couldn't get it past 550c preturbo up a big hill foot flat, same fuelling where the ct20b would be hitting high 700s. Turned up the max fuel screw, still doesn't want to go much past low 600s. When I'd previously tried cranking the fuel up with the ct20b it could fairly easily hit 800c and climbing fast.
Need to do more testing but initial feeling is I'm really happy with this turbo. The truck pulls hard, comparable to stock common rail utes. Makes it fun to drive, and no longer feels sluggish accelerating from low revs with the high gearing. Looks like it spools from about 1200rpm, but feels like it 'takes off' from 1600.
A few years ago I purchased a "kit" seen in This Thread by @ForealBoreal
It was basically a Modified 16G compressor wheel, with compressor housing (3 inch inlet) and a smaller turbine housing. The factory CT26 turbine wheel and wastegate are retained.
I purchased a brand new Mellet CT26 for a Supra and had the CHRA machined to match the new larger compressor wheel. It has been a major "budget conscious" upgrade over stock CT26
One thing it did do from day one is fluctuate boost level under heavy load. I would notice it only if the engine was working very hard, so I would backoff the throttle and it would level out. It wasn't a big deal since it did not occur in daily driving. Recently I have started to tow a trailer, so it has become more present, obviously because of the higher load.
I experimented tonight a little tonight.
Does not happen with MBC disconnected (Max boost 8psi)
Does not happen with MBC connected but at lowest setting
Starts to occur when MBC set to about 10psi and higher.
Only present during very high load situations.
It seems like surge, but my turbo knowledge is limited and could use some advice. I wouldn't have thought the 16G which is only a couple mm larger than the supra/1hdfte wheel would be too large but perhaps it is flawed from the start. I initially thought there was an issue with the wastegate, as the wastegate in the replacement turbine housing was actually smaller than the stock CT26, but if it is not occurring at lower boost levels Im thinking I can rule that out?
3 inch exhaust as well.
Thanks for your suggestions.
It was basically a Modified 16G compressor wheel, with compressor housing (3 inch inlet) and a smaller turbine housing. The factory CT26 turbine wheel and wastegate are retained.
I purchased a brand new Mellet CT26 for a Supra and had the CHRA machined to match the new larger compressor wheel. It has been a major "budget conscious" upgrade over stock CT26
One thing it did do from day one is fluctuate boost level under heavy load. I would notice it only if the engine was working very hard, so I would backoff the throttle and it would level out. It wasn't a big deal since it did not occur in daily driving. Recently I have started to tow a trailer, so it has become more present, obviously because of the higher load.
I experimented tonight a little tonight.
Does not happen with MBC disconnected (Max boost 8psi)
Does not happen with MBC connected but at lowest setting
Starts to occur when MBC set to about 10psi and higher.
Only present during very high load situations.
It seems like surge, but my turbo knowledge is limited and could use some advice. I wouldn't have thought the 16G which is only a couple mm larger than the supra/1hdfte wheel would be too large but perhaps it is flawed from the start. I initially thought there was an issue with the wastegate, as the wastegate in the replacement turbine housing was actually smaller than the stock CT26, but if it is not occurring at lower boost levels Im thinking I can rule that out?
3 inch exhaust as well.
Thanks for your suggestions.
That is compressor surge. The compressor is too big for the boost you need at low rpm.
Surge isn't just dictated by wheel dimensions, but also blade shape and compressor/turbine match. You've got a mismatch.
This is somewhat what I expected to hear.
Can you elaborate though on your comment about the wheel being to big for the boost I need at low rpm? In my case this fluctuation is happening at high rpm, the attached video would be above 3000 rpm.
Hitting fuel cut on the aneroid pin????
Try a better manual boost controller? Perhaps it's fluctuating due to the boost controllers spring opening and closing in a weird way?
Dawes has a cost effective good quality controller.
g
Dawes has a cost effective good quality controller.
g
