: 04 apr 2009, 21:07
Wankel skrev:AN-12 = 12/16 = 19,05mm
nå sådan
nå sådan
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GT28 død, men hvorfor?
Side 2 af 5
nå sådan
: 04 apr 2009, 21:08
Der er mange ting der kan ødelægge en skrøbelig kuglelejer turbo.
At man kører uden restriktor ud over det der allerede er i turbo, tror jeg ikke er en af dem.
Kører du uden luftfilter? er der nogle vinger bøjet, endten på ind sug eller udstødning?
Har du drejet center på på turbo?, hvis ja, huskede du og løsne WG arm inden du løsnede bolte på center ?
Da du startede motor op første gang, fulgte du de anvisninger der plejer følge med turbo.
At man kører uden restriktor ud over det der allerede er i turbo, tror jeg ikke er en af dem.
Kører du uden luftfilter? er der nogle vinger bøjet, endten på ind sug eller udstødning?
Har du drejet center på på turbo?, hvis ja, huskede du og løsne WG arm inden du løsnede bolte på center ?
Da du startede motor op første gang, fulgte du de anvisninger der plejer følge med turbo.
: 04 apr 2009, 21:19
AN12 = 19,05mm og det er også det samme som 3/4" hydraulikslange , så det burde jo være som det skal være .
det er 3/4" hydraulikslange jeg bruger , da fitting jo er en del mindre i Ø mål, så plejer jeg at modifisere dem til 16mm
det er 3/4" hydraulikslange jeg bruger , da fitting jo er en del mindre i Ø mål, så plejer jeg at modifisere dem til 16mm
: 04 apr 2009, 22:32
nu spøger jeg nok dumt.. men hvad er en restriktor....
: 04 apr 2009, 22:34
TTA skrev:nu spøger jeg nok dumt.. men hvad er en restriktor....
Det er en prop der reducere et hul fra fx 19mm til 14 mm
: 04 apr 2009, 22:39
og hvad er planen med det jeg bruger nemlig heller ikke sådan en på min turbo..BANDIT skrev:TTA skrev:nu spøger jeg nok dumt.. men hvad er en restriktor....
Det er en prop der reducere et hul fra fx 19mm til 14 mm
: 04 apr 2009, 22:49
Jeg kunne især godt tænke mig og vide hvor meget man mener man skal reducere tilgang ned, der er jo kun 3stk 0,6mm huller nede i turbo.
: 04 apr 2009, 22:53
Hej Blob.
Syndtes det er et flot arbejde du har lagt i det hele
.
Har en gang monteret en garret t25 turbo som skulle have vand også.
monterede ikke vand på den.og det virkede fint.
MHT din olie retur sidder for lavt er vist rigtig nok.
Er der ikke noget med porshe har en oliepumpe til det formål???
Ikke så godt.Men har svært ved og tro det skulle smadre din turbo på de få km den har kørt.
Har du egentlig fysisk set om der kommer olie ud af retur slange
Tvivler lidt??
Hilsen martin
Og held og lykke
Syndtes det er et flot arbejde du har lagt i det hele
.
Har en gang monteret en garret t25 turbo som skulle have vand også.
monterede ikke vand på den.og det virkede fint.
MHT din olie retur sidder for lavt er vist rigtig nok.
Er der ikke noget med porshe har en oliepumpe til det formål???
Ikke så godt.Men har svært ved og tro det skulle smadre din turbo på de få km den har kørt.
Har du egentlig fysisk set om der kommer olie ud af retur slange
Tvivler lidt??
Hilsen martin
Og held og lykke
: 04 apr 2009, 23:12
Her er lidt fra garrets side.
http://www.turbobygarrett.com/turbobyga ... s.html#t14
Oil Drain
In general, the larger the oil drain, the better. However, a -10AN is typically sufficient
for proper oil drainage, but try not to have an inner diameter smaller than the drain hole
in the housing as this will likely cause the oil to back up in the center housing. Speaking
of oil backing up in the center housing, a gravity feed needs to be just that! The oil
outlet should follow the direction of gravity +/-35° when installed in the vehicle on level
ground. If a gravity feed is not possible, a scavenge pump should be used to insure that
oil flows freely away from the center housing.
Avoid:
Does my turbo require an oil restrictor?
Oil requirements depend on the turbo's bearing system type. Garrett has two types of bearing systems; traditional journal bearing; and ball bearing.
The journal bearing system in a turbo functions very similarly to the rod or crank bearings in an engine. These bearings require enough oil pressure to keep the components separated by a hydrodynamic film. If the oil pressure is too low, the metal components will come in contact causing premature wear and ultimately failure. If the oil pressure is too high, leakage may occur from the turbocharger seals. With that as background, an oil restrictor is generally not needed for a journal-bearing turbocharger except for those applications with oil-pressure-induced seal leakage. Remember to address all other potential causes of leakage first (e.g., inadequate/improper oil drain out of the turbocharger, excessive crankcase pressure, turbocharger past its useful service life, etc.) and use a restrictor as a last resort. Garrett distributors can tell you the recommended range of acceptable oil pressures for your particular turbo. Restrictor size will always depend on how much oil pressure your engine is generating-there is no single restrictor size suited for all engines.
Ball-bearing turbochargers can benefit from the addition of an oil restrictor, as most engines deliver more pressure than a ball bearing turbo requires. The benefit is seen in improved boost response due to less windage of oil in the bearing. In addition, lower oil flow further reduces the risk of oil leakage compared to journal-bearing turbochargers. Oil pressure entering a ball-bearing turbocharger needs to be between 40 psi and 45 psi at the maximum engine operating speed. For many common passenger vehicle engines, this generally translates into a restrictor with a minimum of 0.040" diameter orifice upstream of the oil inlet on the turbocharger center section. Again, it is imperative that the restrictor be sized according to the oil pressure characteristics of the engine to which the turbo is attached. Always verify that the appropriate oil pressure is reaching the turbo.
The use of an oil restrictor can (but not always) help ensure that you have the proper oil flow/pressure entering the turbocharger, as well as extract the maximum performance.
http://www.turbobygarrett.com/turbobyga ... s.html#t14
Oil Drain
In general, the larger the oil drain, the better. However, a -10AN is typically sufficient
for proper oil drainage, but try not to have an inner diameter smaller than the drain hole
in the housing as this will likely cause the oil to back up in the center housing. Speaking
of oil backing up in the center housing, a gravity feed needs to be just that! The oil
outlet should follow the direction of gravity +/-35° when installed in the vehicle on level
ground. If a gravity feed is not possible, a scavenge pump should be used to insure that
oil flows freely away from the center housing.
Avoid:
Does my turbo require an oil restrictor?
Oil requirements depend on the turbo's bearing system type. Garrett has two types of bearing systems; traditional journal bearing; and ball bearing.
The journal bearing system in a turbo functions very similarly to the rod or crank bearings in an engine. These bearings require enough oil pressure to keep the components separated by a hydrodynamic film. If the oil pressure is too low, the metal components will come in contact causing premature wear and ultimately failure. If the oil pressure is too high, leakage may occur from the turbocharger seals. With that as background, an oil restrictor is generally not needed for a journal-bearing turbocharger except for those applications with oil-pressure-induced seal leakage. Remember to address all other potential causes of leakage first (e.g., inadequate/improper oil drain out of the turbocharger, excessive crankcase pressure, turbocharger past its useful service life, etc.) and use a restrictor as a last resort. Garrett distributors can tell you the recommended range of acceptable oil pressures for your particular turbo. Restrictor size will always depend on how much oil pressure your engine is generating-there is no single restrictor size suited for all engines.
Ball-bearing turbochargers can benefit from the addition of an oil restrictor, as most engines deliver more pressure than a ball bearing turbo requires. The benefit is seen in improved boost response due to less windage of oil in the bearing. In addition, lower oil flow further reduces the risk of oil leakage compared to journal-bearing turbochargers. Oil pressure entering a ball-bearing turbocharger needs to be between 40 psi and 45 psi at the maximum engine operating speed. For many common passenger vehicle engines, this generally translates into a restrictor with a minimum of 0.040" diameter orifice upstream of the oil inlet on the turbocharger center section. Again, it is imperative that the restrictor be sized according to the oil pressure characteristics of the engine to which the turbo is attached. Always verify that the appropriate oil pressure is reaching the turbo.
The use of an oil restrictor can (but not always) help ensure that you have the proper oil flow/pressure entering the turbocharger, as well as extract the maximum performance.
: 04 apr 2009, 23:17
De skriver vel ikke noget om turbo ikke kan holde til og køre uden, men at man MÅSKE kan få bedre respons på turbo 