turbocharger for 3B toyota engine

[magnus_heydoc]

Is that the TD04HL-13G version from an 850 Volvo you speak of? There's also the '15G,11T, 15T, 16T, 19T' versions....and maybe more.....whatever the hell that means.
I believe those are from a 5 cylinder car........19T from the WRX 4 cyl.. I wonder how it compares to a TD05-12B? It came from a 4 cylinder Volvo 740.

 

[magnus_heydoc]

I reach 10lbs at somewhere b/t 2000-2200rpm with the TD05-12B. It reaches 14lbs (full boost) at 2300-2400rpms

 

[gerg]

A 14g would be such a better compressor for you, but they are a little hard to find and ive never seen them aftermarket with compressor housing. The wheel can be bought separate. You could look for a 14b which isnt a great map, but would spool earlier for you and is off old talons and eclispes. You could probably get one for pretty cheap. I dont know the flange pattern, but it might be a direct bolt on. The td05 is a bit of a weird turbo as there is a td05 and a td05h. Many folks use the td05 term for everything and is it a little confusing when seing them sold. The td05h is much larger more like a garett t3 size. Info on the td05 class has been way harder to get vs the td04 family. It is one of the only smaller common turbos that can be had in twin scroll, which is what got me interested in them in the first place.

 

[Dougal]

Is that the TD04HL-13G version from an 850 Volvo you speak of? There's also the '15G,11T, 15T, 16T, 19T' versions....and maybe more.....whatever the hell that means.
I believe those are from a 5 cylinder car........19T from the WRX 4 cyl.. I wonder how it compares to a TD05-12B? It came from a 4 cylinder Volvo 740.

The first group is the turbine, second is the compressor. So TD04HL is the turbine, 13G is the compressor wheel in your example.
A Td04HL-19T is the largest turbine and compressor in that family and the one that can max out a 4BD1T but should still provide 10psi boost by 1200rpm and 20psi by about 1700.

The HL is the biggest turbine, H is next step down and just the TD04 is the smallest of the lot.

For the 3B I'd be looking at just a TD04 or at most TD04H for turbine side.

I reach 10lbs at somewhere b/t 2000-2200rpm with the TD05-12B. It reaches 14lbs (full boost) at 2300-2400rpms

Yeah I suspected the TD05 turbine is too big, your numbers confirm that.

 

[gerg]

Your also running quite a small compressor which will exaggerate it.

 

[Varty Yo]

Any new info?

 

[Dougal]

Any new info?

No.

 

[OGBeno]

 

[Varty Yo]

lame

 

[Dougal]

lame

That's a sure fire way to ensure you don't get any more info.

 

[chopped60]

Are these turbo kits still for sale? If so who do I contact?

 

[ERNRAM]

Beno,

Keep the update coming. I'm about ready to buy a 3B for just this purpose (put Keiths turbo on it) , so if it's not fully baked, I may go a different path...

Ernie

 

[ERNRAM]

Well Beno, what I do know is my pockets are not as deep as yours, so got to learn from you.

I have been throwing an idea around of finding a wrecked 2016 GMC Canyon or Chevrolet Colorado with the 2.8L duramax diesel / turbo. I know it's heresy, but it's 381ft*lbs of torque.

 

[gerg]

Ball bearing turbos have some pretty impressive performance advantages, but I prefer journal bearings over them. Not only are they quite sensitive to oil pressure, they are also sensitive to oil quality and ive often wondered how the very black sooty oil our IDI engines make impacts them. Not too many examples of old engines like ours running BB turbos unfortunately. There is also the rebuild issue which is pretty disheartening. im sorry Beno for your situation. Im pretty sure though you can get a journal bearing version of your turbo for equal to or less than a BB rebuild. You might not even notice the performance difference. They are also much more tolerant of oil pressure, volume and quality. That is in lower boost applications like yours. With high boost you really cant cut corners.

Whats the bolt pattern on your manifold? Is it the ct26? Do you run an adaptor?
cheers
g

 

[cruisedeisel]

The air research t-3 from a late 70's mercedez 300d works fine for me Moutain passes=no problem. Waste gate disconnected. Fuel turned up 2.5 turns. no more than 1050 post turbo on pyro.

 

[gerg]

AHH I missed that about the journal bearing sorry Beno. I think you might have starved your engine of oil rather than blew a seal. If you ran a restricter id be looking pretty hard at that for a source of your problems. It good to check your turbo oil return volume to confirm its recieving the feed it needs. At operating temp at cruise RPM id be expecting around 250-300cc oil return with 15-40 wt. Thats what I base my turbos on.

 

[gerg]

Yeah so pointing down is great, measuring the oil return volume is what i was referring to. I get the engine up to temp and let the oil pressure settle down as it does when it get good and hot and then unhook the turbo oil return and alow it to drain into a container. I run it for 15 seconds then multiply by 4.

 

[gerg]

What oil are you running?
any additives?
What kind of blowby are you experiencing?
How much play and what type of play? end to end play, which you should have none, or side to side play which is normal. can you get the compressor to physically touch the compressor housing? You can tell as it will make a scraping sound when you try to push it against the housing or sometimes it wont turn at all when you do that.

 

[Dougal]

The issue is not the oil return. The oil return is fine and is pointed straight down to the oil pan receiving bung.

The issue is that the original fittings at the block orifice and the turbo were too big. The journal bearing turbo needs a 1.5mm orifice for the oiling line.

And the FSM shows 30-80psi operating oil pressure for the 3B. The GT2052 max is 40-45psi.

Did you try a pressure gauge on the turbo feed while the engine was running?

I've never had a journal bearing turbo that needed a restrictor. I think you need to follow Gerg's direction on measuring flow-rate through the turbo, as it's flow-rate that actually matters. The restrictor is just a way to keep the flow-rate down.

Excess flow usually shows up in the drain side first and backup there causes the turbo to spew oil. If the flow is within the normal range then oil pressure isn't the issue and if you're spewing oil then the drain and or crankcase pressure are culprits.

 

[gerg]

I gotta be honest Beno. I drill out my banjo bolts restrictor and put a sandwich adaptor on the filter housing so I can steal higher pressure flow to my turbo. I don't think too much oil pressure is your issue.