Just a little more . . . . .

How to make it go fast

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Re: Just a little more . . . . .

Postby RCCUMMINS89 » Thu Oct 16, 2014 4:05 pm

That is correct..... about the restriction. But remember, as far as the primary goes, that (with my vote/theory) one will gain more air per boost.... like we normally see when going larger. Thus gaining top end air as well.

But also, cleaning up the bottom end quicker... will in fact make more power (sooner) and drive the turbos harder/quicker. Therefore, he should also be able to drive the primary HARDER. Especially if one is gated properly past/through the smaller secondary.

Now when I say smaller secondary.... Turbine wheel/housing could in fact do it.
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Re: Just a little more . . . . .

Postby oldestof11 » Thu Oct 16, 2014 4:48 pm

Tacoclaw wrote:If your secondary gets too small and/or 'gated around won't the compressor wheel become a restriction?

Are you all betting that the airflow mods he's got will be enough to compensate for the lessened boost pressure from not driving the secondary as hard?


When a compressor stalls, it becomes a restriction. If there is too much air being fed into it, it will lose the thrust bearing.

A secondary compressor can stall if there is too much backpressure from the primary. If the back pressure in the manifold and the hot pipe are the same, there is no more flow across the turbine. The turbine on the secondary is a restriction now. If there is no flow across the turbine, then the compressor isn't being brought up to its needed speed. That is when you have a compressor side restriction.

In short, the hot pipe pressure needs to be less than the manifold pressure to keep the secondary from stalling.
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Re: Just a little more . . . . .

Postby Tacoclaw » Thu Oct 16, 2014 6:01 pm

Sooooo, yes?
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Re: Just a little more . . . . .

Postby KTA » Thu Oct 16, 2014 9:03 pm

That s400 I mentioned is a 2.7x3.2 wheel turbo., so yes it is physically smaller than a HT3b, but will support probably 200more hp because of better aerodynamics of the wheels. The turbine in an HT3b is awful. I think you would gain more power and driveability for your dollars with that s400 than anything else you could do. A smaller compressor (57) and bigger turbine(71) on your high pressure turbo would probably also be of benefit but I think it would not be a drastic improvement over what you have now. I know when I went from my 3"Hx60 to a 3.2" Hx60 everything else the same on old yellow, it ran worse. Power was down and it spooled slower. I don't think that is the way I would go on this application.
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Re: Just a little more . . . . .

Postby JQmile » Sat Oct 18, 2014 12:02 pm

I like this thread! Reminds me of the old days, with everybody in here talking about power. Might as well throw in my two cents :D

I like the 57/71mm ATS twins I have on my second gen. They make 70psi, low end smoke isn't bad at all, and I've made 599rwhp on a Superflow and 601rwhp on a Dynojet. I know it's not a VE, but those suckers work pretty well. As a side note though, a while back, the A5K made about 30 more hp as a single when they both were at ~60psi. That would just make your low end smoke situation worse though.

I like the idea of a Supercharger, so much that I bought an F2 ProCharger that's 115mm and flows about 2700cfm full tilt. The idea was to get the boost in fast and early, and regulate the supercharger at about 15psi, and let the turbo do most of the compounding. That way, the blower would only take about 70hp to drive, but drive pressure would be way down compared to boost, so who knows how it would have worked out in power.

One thing that hasn't been mentioned is EFR turbos. They're pricey, but are the quickest spooling thing out there. They don't like high EGTs or pressure ratios, but since a VE pump can't make either one of those, it should be OK :lol:
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Re: Just a little more . . . . .

Postby Remps » Sat Oct 18, 2014 4:19 pm

Just noticed on Garret's site that there is a racing turbo section, and a lot of the turbos on that list aren't on their main product page. Lotsa different turbine/compressor combos. I would be too chicken to try an efr till they are proven less fragile.
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Re: Just a little more . . . . .

Postby oldestof11 » Sun Oct 19, 2014 7:44 am

JQmile wrote:One thing that hasn't been mentioned is EFR turbos. They're pricey, but are the quickest spooling thing out there. They don't like high EGTs or pressure ratios, but since a VE pump can't make either one of those, it should be OK :lol:


Are those out in a bunch of sizes yet? Last I knew, only a couple sizes were available.
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Re: Just a little more . . . . .

Postby BC847 » Sun Oct 26, 2014 5:45 pm

Been sidetracked lately, had to fix the brakes so I could get the heap inspected so I can renew the registration. :roll:

Seven years ago, I did a rear disc-brake conversion that uses the Cadillac Eldorado rear brake calipers as they have the parking-brake feature.

Image

With changing nothing else, while they work good, it resulted in a little over an additional inch of pedal travel. I've never cared for that.

Not too long ago, I renewed the brake pads and noticed one of the rear calipers was leaking a little . . . . . sooo . . . ..



- Changed the master-cylinder to one from a 1983 Dodge B350 gasser. It has a cylinder diameter of 1.3125" where as our stock/OEM cylinder is 1.125". That will move more fluid with the same stroke length compared. (Had to narrow the new cylinder's mounting holes to fit our power booster).
- Added a 10lb residual-pressure valve to the rear brake line. This reduces the amount of "Pump-Up" if you will, with the rear calipers.
- Renewed the rear calipers.
- New pads all around.

BIG improvement thus far. 8)

Had to have a new hose for the frame to rear axle so as to include the residual-valve. Naturally, it's about 4" too short. No slack for full axle-droop. :roll: Gotta fix that.

Got some custom parking-brake cables on the way. Finally! :roll: Seven years ago, I took the parking-brake cables off a '78 junk-yard Eldorado and spliced them into my stock/OEM Dodge cables. Suffice it to say it was trying . . . to weave the individual wires so as to have a strong assembly. Ugly as a rock but they've served me well . .. . till one slipped recently.

Sure was a lot of engine oil around the front of the truck's under-side. Stupid oil-pan gasket! I replaced it some time ago, and apparently managed to tear that which goes over the front of the crankshaft. Gotta new oil-pan and oil pickup tube gasket sitting behind me . .. . . . . . . . .. :oops:
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Re: Just a little more . . . . .

Postby oldestof11 » Mon Oct 27, 2014 3:03 pm

Damn. Hope it gets better.
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Re: Just a little more . . . . .

Postby Deathrod » Wed Oct 29, 2014 9:14 am

I don't know why anyone else hasn't tried my combo, he351ve over Ht3b or similar. Its perfect for a ve pump, spool it up at idle by closing up the VGT then slowly open the veins as rpm/boost rises. It works well with the low rpm curve of a 1stgen.

BTW haven't been on here in awhile.....hows everyone doing??
1930 Model A, 91 non i/c, he351ve over ht3b, bagged all around, mostly built 47rh, 72 lpm sticks, 600hp/1400 ft lbs (cummins math), just needs traction
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Re: Just a little more . . . . .

Postby ellis93 » Wed Oct 29, 2014 9:19 am

Deathrod wrote:I don't know why anyone else hasn't tried my combo, he351ve over Ht3b or similar. Its perfect for a ve pump, spool it up at idle by closing up the VGT then slowly open the veins as rpm/boost rises. It works well with the low rpm curve of a 1stgen.

BTW haven't been on here in awhile.....hows everyone doing??

Dude I was thinking of your car the other day :lol: Updates?

Sorry BC,had to ;)
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Re: Just a little more . . . . .

Postby DMan1198 » Thu Oct 30, 2014 3:30 pm

That would be a neat setup. He351ve over a 472 or 475. You could get it set up to spool wicked fast then open it wide open, and dump drive pressure to the primary. I Know a few tuners who really like that kind of setup
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Re: Just a little more . . . . .

Postby Deathrod » Fri Oct 31, 2014 2:34 pm

ellis93 wrote:Dude I was thinking of your car the other day :lol: Updates?

Sorry BC,had to ;)

Shes been down for a while....turns out i fried my "built" 47rh. I got fed up with dealing with trans problems so i broke down and took it to a shop. Should be back and running soon.

Back to the topic an he351ve over an S400 or something better and a tad smaller then an old ht3b would probably be perfect. I wish i would have gone that route but my cheapness won the battle, I'm happy the way mine runs but it could always be better.
1930 Model A, 91 non i/c, he351ve over ht3b, bagged all around, mostly built 47rh, 72 lpm sticks, 600hp/1400 ft lbs (cummins math), just needs traction
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Re: Just a little more . . . . .

Postby BC847 » Wed Nov 05, 2014 6:47 pm

- Got the longer frame to rear axle brake fluid hose installed.
- Got the custom parking brake cables installed.

Planning on replacing the oil pan gasket this weekend. :?
David

1993 12mm VE Fueled W250 CC, Green
12.67 @ 103.35
Your basic farm truck ;)
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Re: Just a little more . . . . .

Postby ellis93 » Wed Nov 05, 2014 6:53 pm

WTH no pics!?!? :lol:
93 D250 ,5 speed,4.11s,k&n autometer tach pyro trans boost guages,GDS 60mm h1c 14cm,honed 5x10,hplp/reg,1/8 timing,M+H M2 fuel pin, tims cooler tubz
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