Curt’s Gr8t 8 Turbo Build
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RotaryMachineRx (01-06-2020)
#580
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I was reviewing, purging, etc. docs I've compiled along the way. I'm going to post this drawing that I created early in my installation planning phase here. It helped in my comprehensive system understanding, as well as managing the details, e.g. BOM, vac lines, connectors. layout, etc. for my install.
Credit to JimmyBlack who I got the idea from after seeing a similar drawing in his thread, Jimmy's First Turbo Build. I find well thought diagrams of complex systems aid in my understanding and managing them. Perhaps others will find this useful as well.
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Credit to JimmyBlack who I got the idea from after seeing a similar drawing in his thread, Jimmy's First Turbo Build. I find well thought diagrams of complex systems aid in my understanding and managing them. Perhaps others will find this useful as well.
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Last edited by jcbrx8; 07-28-2020 at 09:23 AM.
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#581
Boosted Kiwi
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Cool drawing Curtis ! Couple of minor changes and I could use that to help guys for new tunes.
1/looks like you are getting air for the wastegate from the exhaust the way you drew it.
2/would be good to include check valves on jet air and omp lines
3/Signal line for ebc shouldn't be post throttle (my personal preference)
1/looks like you are getting air for the wastegate from the exhaust the way you drew it.
2/would be good to include check valves on jet air and omp lines
3/Signal line for ebc shouldn't be post throttle (my personal preference)
#582
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Thread Starter
Cool drawing Curtis ! Couple of minor changes and I could use that to help guys for new tunes.
1/looks like you are getting air for the wastegate from the exhaust the way you drew it.
2/would be good to include check valves on jet air and omp lines
3/Signal line for ebc shouldn't be post throttle (my personal preference)
1/looks like you are getting air for the wastegate from the exhaust the way you drew it.
2/would be good to include check valves on jet air and omp lines
3/Signal line for ebc shouldn't be post throttle (my personal preference)
Thanks, Brett.
1/looks like you are getting air for the wastegate from the exhaust the way you drew it.
- Curt: The control line for the wastegate is plumbed to the charge section pre TB. On the drawing it m/b a bit deceiving as the line passes under the exhaust.
2/would be good to include check valves on jet air and omp lines
- Curt: Check valves are represented by the arrows on the OMP & Jet Air vac lines.
3/Signal line for ebc shouldn't be post throttle (my personal preference)
- Curt: Well that's where mine is currently plumbed. I recall reading a discussion arguing for plumbing pre or post throttle body. I took away from it that post TB was better as it conveys the "actual" MAP, i.e. boost AND vacuum, the engine sees. Whereas pre TB only sees boost ...and sometimes elevated d/t delayed BOV &/or WG action. What am I missing?
Note:
WG control line is PRE TB ...(minimizing excessive boost pre TB on throttle close)
BOV control line is POST TB....(activating BOV on throttle close / vacuum)
Edit: I revised the drawing to clarify the WG control line and check valves.
Last edited by jcbrx8; 01-07-2020 at 05:47 PM.
#583
Boosted Kiwi
iTrader: (2)
1/the line going under exhaust isn't confusing ..........the line going to the black bit with (wg) written on it ...is because it looks like the black bit connects to the exhaust.
2/ oh ok.... it's just not the normal representation of a check valve . Arrows would be other way around and it would look like this :
3/Yes ...but you are controlling the turbo with your EBC...not the engine. And what is happening to the turbo is only relevant pre throttle, when throttle is closed or partially closed . Pre is better if you have a fast spooling turbo , the nuances are less of an issue if your turbo is slow to spool but I still prefer pre either way. It's all about throttle control ...try it someday and see if it improves your throttle modulation.
2/ oh ok.... it's just not the normal representation of a check valve . Arrows would be other way around and it would look like this :
3/Yes ...but you are controlling the turbo with your EBC...not the engine. And what is happening to the turbo is only relevant pre throttle, when throttle is closed or partially closed . Pre is better if you have a fast spooling turbo , the nuances are less of an issue if your turbo is slow to spool but I still prefer pre either way. It's all about throttle control ...try it someday and see if it improves your throttle modulation.
Last edited by Brettus; 01-07-2020 at 06:29 PM.
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jcbrx8 (01-08-2020)
#584
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1/the line going under exhaust isn't confusing ..........the line going to the black bit with (wg) written on it ...is because it looks like the black bit connects to the exhaust.
2/ oh ok.... it's just not the normal representation of a check valve . Arrows would be other way around and it would look like this :
3/Yes ...but you are controlling the turbo with your EBC...not the engine. And what is happening to the turbo is only relevant pre throttle, when throttle is closed or partially closed . Pre is better if you have a fast spooling turbo , the nuances are less of an issue if your turbo is slow to spool but I still prefer pre either way. It's all about throttle control ...try it someday and see if it improves your throttle modulation.
2/ oh ok.... it's just not the normal representation of a check valve . Arrows would be other way around and it would look like this :
3/Yes ...but you are controlling the turbo with your EBC...not the engine. And what is happening to the turbo is only relevant pre throttle, when throttle is closed or partially closed . Pre is better if you have a fast spooling turbo , the nuances are less of an issue if your turbo is slow to spool but I still prefer pre either way. It's all about throttle control ...try it someday and see if it improves your throttle modulation.
2/ Roger that. dwg revised.
3/ I can see your point here. I do think my 6266 turbo is on the larger end, so m/b helped by having the EBC control plumbed post TB. I have no drive-ability issues on spirited gear shifts..., but may try it plumbed pre TB down the road.
#585
Boosted Kiwi
iTrader: (2)
That's not where you would notice any difference (as throttle is fully open) .
Where you would notice it most is halfway around a corner (especially an uphill corner) ............ when trying to modulate between full and partial throttle.
I've actually talked to Greddy turbo guys that have gone off the road in this situation because of the violent on/off nature of the throttle.
Many thanks for making those changes ... will def. use your drawing ..... it will help a lot !!
Where you would notice it most is halfway around a corner (especially an uphill corner) ............ when trying to modulate between full and partial throttle.
I've actually talked to Greddy turbo guys that have gone off the road in this situation because of the violent on/off nature of the throttle.
Many thanks for making those changes ... will def. use your drawing ..... it will help a lot !!
Last edited by Brettus; 01-07-2020 at 07:38 PM.
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jcbrx8 (01-07-2020)
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Edit: Dwg revised.
Last edited by jcbrx8; 01-07-2020 at 10:02 PM.
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RotaryMachineRx (01-14-2020)
#589
Boosted Kiwi
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This is increasingly making sense. My intention was to control the WG solenoid pre-TB, which is why it's control line is plumbed pre-TB. What I missed is that that line is only the solenoid's reference signal line, not the control line. You are right...the solenoid is being controlled by the EBC, so it's signal should also be pre-TB. I'll make that change. Thx.
Edit: Dwg revised.
Edit: Dwg revised.
#591
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Aah, that'll take a bit more work and time to get to as I've currently a single line pulled into the passenger compartment. Then split to feed the AEM and EBC.
Feeding EBC pre-TB and AEM post-TB requires pulling another vac line...
Feeding EBC pre-TB and AEM post-TB requires pulling another vac line...
The following 2 users liked this post by Brettus:
jcbrx8 (01-08-2020),
RotaryMachineRx (01-14-2020)
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RotaryMachineRx (01-14-2020)
#596
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Want to better understand...
1. What are prudent boost cut rpm(s) for various boost levels?
2. By how much / % should boost be reduced as ambient temps begin to rise approaching spring & summer?
Last edited by jcbrx8; 01-08-2020 at 04:03 PM.
#597
Boosted Kiwi
iTrader: (2)
1/It really does depend on the system ............ I learned the hard way that, as my system got better and better the amount of boost I could safely run past 7500 got less and less. Also worth mentioning is that there is more leeway on the road than there is on a dyno.
Your best indicator is your maf curve. Maybe post your maf curve at 13psi to rev cut and we can discuss what we see.
2/If you have good high octane fuel and an efficient IC ...there wont be any need to reduce boost. It's actually more dangerous with the Renesis in winter imo (once you are close to the limit) because that's when mass airflow will be greatest at any given boost.
Your best indicator is your maf curve. Maybe post your maf curve at 13psi to rev cut and we can discuss what we see.
2/If you have good high octane fuel and an efficient IC ...there wont be any need to reduce boost. It's actually more dangerous with the Renesis in winter imo (once you are close to the limit) because that's when mass airflow will be greatest at any given boost.
Last edited by Brettus; 01-08-2020 at 04:22 PM.
#598
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1/It really does depend on the system ............ I learned the hard way that, as my system got better and better the amount of boost I could safely run past 7500 got less and less. Also worth mentioning is that there is more leeway on the road than there is on a dyno.
Your best indicator is your maf curve. Maybe post your maf curve at 13psi to rev cut and we can discuss what we see.
...
Your best indicator is your maf curve. Maybe post your maf curve at 13psi to rev cut and we can discuss what we see.
...
So, is g/s the metric by which we're actually trying to gauge back pressure, i.e. a surrogate in the absence of having an exhaust MAP sensor fitted as you recommended? The phenomenon being that at some boost and rpm... the increase in back pressure begins to inhibit the continued rise of g/s? If so, then if boost is systematically & carefully increased... one s/b able to see a decline in g/s per psi increase in the upper rpms, correct?
#599
Boosted Kiwi
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So, is g/s the metric by which we're actually trying to gauge back pressure, i.e. a surrogate in the absence of having an exhaust MAP sensor fitted as you recommended? The phenomenon being that at some boost and rpm... the increase in back pressure begins to inhibit the continued rise of g/s? If so, then if boost is systematically & carefully increased... one s/b able to see a decline in g/s per psi increase in the upper rpms, correct?
And it's not so much the increase in backpressure that creates the problem (although that does affect it) as the total mass airflow through the engine vs rpm. Have a read of my 450whp max thread for a better explanation.
Having an emap sensor is more about seeing how good your system is and being able to track improvements.
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RotaryMachineRx (01-14-2020)
#600
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...
KEY POINT: The area of the exhaust port reduces so rapidly that it's ability to expel the remaining gas can , in a boosted engine, reach a point where it just can't finish the job . This leads to an extremely high pressure remaining within the chamber through to the next phase .
Summary:
What this all means is that the Renesis engine has a power ceiling above which it will detonate and destroy itself . This would appear to be just above 400whp (when measured on a realistic dyno) ...
KEY POINT: The area of the exhaust port reduces so rapidly that it's ability to expel the remaining gas can , in a boosted engine, reach a point where it just can't finish the job . This leads to an extremely high pressure remaining within the chamber through to the next phase .
Summary:
What this all means is that the Renesis engine has a power ceiling above which it will detonate and destroy itself . This would appear to be just above 400whp (when measured on a realistic dyno) ...