Just a little more . . . . .

[stuffy]

Sounds like it spools really fast. And it sounds really good

[BC847]

I ain't old. But I'm not the young buck I once was (It's best I neutralize concerns from a distance these days).

These 100*F and higher heat index temperatures are taxing me HEAVY!

[BC847]

OK. It's been slow, at best. It's hot, I've been on-call the last week. Leave me alone.

Through it all, I . . . . .

- Had to change the air-filter from its original 4" outlet, to a 5" outlet. This new one is in the form of a velocity-stack . .. .





- That turns into a 5" TEE, that feeds two 5" to 4" 90* ELLs, at the primaries . . . .





- Got the 1/4" quick-connect fittings for the AFC and pressure sensor plumbing (From an automated car-wash supplier). MUCH more compact than the typical brass-fittings mess. That copper tube is for the drive-pressure sensor (next).





- The HVAC refrigerant line-set bombing is complete. Had to reroute the evaporator's suction-line forward, to keep it away from all the hot stuff. It's currently under a pressure-test with 125psig of dry Nitrogen gas.





It's getting REAL busy under that side of the hood! Still gotta reinstall the balance of the sensors. Install some heat-shielding material, a little anti-chafe stuff, touch-up paint . . . . .

And get on with tuning.





We'll see . . . . .

[BC847]

This is way past comical.

After passing the 125psig pressure test, I was able to have the refrigerant circuit of the HVAC pull down to 345 microns and after isolating the circuit, have it hold at 425 microns after ten minutes. Cool.

So, I go to charge it and, . . . . . wait for it . . . . . . . . the compressor's locked tight. The clutch let the magic-smoke out before I could shut it down. It's still locked tight. The system worked just fine for 24 some years and now this. Can't find the damned warranty-card. FMD!

[oldestof11]

Do you have to pull that mess out to change the compressor?

[BC847]

The air-filter plumbing and secondary-to-IC pipe yes. All of 15 minutes with me looking for that damned 11mm socket.

I may pull the lower radiator hose. I've got an electric pump that'll empty the thing as quick as one can exchange the full antifreeze jugs.

I'm just ready for the heat/humidity to calm down. After work, I'm tapped-out. The parts will be here Tuesday or so. We'll see.

I'm hoping to do the DATA-logger stuff this weekend. Suppose to be nice come Sunday.

[BC847]

OK. I'm essentially upgrading my existing ISSPRO Performax gauge system. Renewing the install so as to accommodate the new turbas. As always, I have more sensors, than I do gauges. A number of the sensors are only for tuning purposes and barring that, they're of no use. No point in installing expensive gauges for the sake of all that stuff. All the sensors are seen by the DATA-logger module. Ultimately, I've access to 8 pressure sensors, 6 temperature sensors, 2 thermocouple sensors. All sampled 5 times per second. Further, the new/updated DATA-logger module adds an 8g 3-axis accelerometer along with inputs for engine RPM and vehicle speed. Those are sampled at 50 times per second. THAT is fuggin cool!

Pretty-much the basics here:

Drive Pressure: In my install, I'm coming off the exhaust manifold in the typical place, and running 1/4" soft-copper tubing up through the exhaust manifold, and back toward the firewall. From there, we go through a filter, and to the sensor. This entire assembly will be removed once the waste-gate is dialed in. Or maybe stay, I dunno . . .





Primary Output: I've got 1/4" tubing connecting the reference ports of the Primaries and TEEing into the pressure sensor. That same line goes on over the the injection-pump, where it powers the AFC.





Secondary Output: A sensor ties into the same pressure reference port on the Secondary (as does the waste-gate actuator).





Boost: (Engine charge-air intake, after IC) This sensor is in the typical spot on the head's intake-log. This sensor feeds the one "Turbo Boost" gauge in the truck.





Charge-Air Temperature This is new for me. This is the temperature of the air going into the engine after all the heating and cooling of the turbos and IC. It's mounted in the start of the Twin-Ram intake feed-horn.





All the sensors shown above plus: the EGT sensor, transmission fluid temperature sensor, and fuel-pressure sensor that's mounted on the fuel-pressure regulator output, play into the main processor. It's currently very much a temporary placement of the thing as I've got to consolidate/fix all the usual Dodge truck electrical nightmare on the drivers front fender . . .





Gonna do the dash side of the mess tomorrow, DATA-logger module, speed and tach wiring, etc. Ought to be a hoot.

We'll see.

[BC847]

Got more small details worked out under the hood. Mainly wiring dressing. Still got a little loom to acquire and install. Then got on with installing the DATA-logger module. Eventually settled on the HVAC box, right there, top/left of the transmission hump. It's not obtrusive there, yet still relatively easily accessible.


Organized chaos . . . ..





First test-run . . . . . still sorting it out and working out bugs . . . .

But, just for sport:

- The light-blue line running straight up & down: Reference slice (look at the numbers at the bottom individual boxes for what each value is, at that split second. All that to the left of the line, is where I got on the throttle and things wound-up. All that to the right of the line, is where I got off the throttle. Looking at the bottom of the graph, we see my getting into the throttle for roughly two seconds.
- DRIVE PRESSURE: Light-Blue line.
- SECONDARY OUTPUT (Turbo 2): Orange line.
- PRIMARY OUTPUT (Turbo 1): Yellow line.
- BOOST (Engine Intake Log): Purple line.





According the the Reference line (light-blue line up&down), right there, just before I got off the throttle, things were:

Drive Pressure: 59.5psig
Secondary Output (Turbo 2/before IC): 58psig
Primary Output (Turbo 1): 41.8psig
Boost (After IC/in the head's intake log): 53.9psig

I've still not done the math to know the P/Rs and such. Gotta nail all this down, come up with a repeatable means of a "Standard" run, so as to be able to interpret the stuff and come to a meaningful conclusion.

I "think" the numbers actually look pretty good thus far.

[JQmile]

It looks like you're using most of your exhaust energy to drive the big turbo.... Just keep closing the gate on the small turbo until Drive pressure gets rowdy. Usually the sweet spot is about 65 to 70 psi

[BC847]

Yup. Just got the data-logger online this afternoon. Gotta call Micheal @ ISSPRO tomorrow about the speedo and tach inputs.

[JQmile]

Driving the big turbo harder is actually the more efficient way to do it...what size are your injectors again?

[BC847]

5x.018 w/pintle work. Flow-honed to 7.2ltrs liquid a min I think it was without looking.

[JQmile]

What are the turbos?

[BC847]

2 B/W S362/68 w/12cm into 1 B/W S362/68 waste-gated 14

[BC847]