'90 W250--'89/91/92 Ramcharger

[Tacoclaw]

Anyways, my new math has the Eaton putting out a best case scenario of 40lb/m at 8psi(1.5PR) That is at around 6k rotor rpm.

I'm still crunching some numbers, but my first attempt says a Cummins at 3200rpm and 30psi uses 62lb/min(992cfm) I *think* that number would be substantially higher at 40psi but it just looks ridiculous so I stopped there. If that looks incorrect please let me know. I'm going to do all this again later tonight but it would be nice to know beforehand.

Anyways, if I could get the blower to feed 8psi to the HX and have it working at a 2.0PR, it would still be on almost the very bottom left of its map to get 40lb/min. *If* it's map is in Lb/m like I assume it is.

I'll keep at it, as long as its not offending anybody.

[Tacoclaw]

Also, I'd like to note that my volumetric comaumption of te Cummins is also a best case scenario. I doubt the thing is actually moving that much but I'm not sure how to calculate what it actually moves. I'm erring on the side of caution still with my head and cams.

[PToombs]

I think you're trying to figure out how much money you can throw at it without accomplishing anything! That blower math stuff is way over my head.

[Tacoclaw]

I thought it was over mine but after a couple trips through the equations the answers start looking less and less ridiculous. The money's been thrown, and will continue to be, I just need to see if there's anything extra I need to plan for when I start the fabbing stage. I'm almost 100% positive there will be, but I've got a couple E-mails to send out to make sure. It'll be right on the ragged edge if anything.

[RCCUMMINS89]

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With all of the forums/threads I am on and get email reminders..... yet this is what my inbox looks like over the last 2 hours.

[PToombs]

RC, you might wanna think about unsubscribing to this thread........... I bet it looks like that a lot of days.

[oldestof11]

At max usable RPM, the M112 has the same output as the Super 40/HE351 compressor wheel. Now, use that to your advantage. Find out what your max usable RPM on your truck and size pulleys off of that. This is one way I would possibly do it.

Now when it comes to adding a turbo, you want the blower going into the turbo. Having an Eaton makes things simple too. The bypass valve will run off of vacuum from the pipe between the blower and turbo. When the pipe gets vacuum from turbo spooling and wanting more than the blower can put out, it cracks it open. Don't worry about size of that itty-bitty bypass, your blower is still supplying air.

Next step is to find where your turbo is going to be fully spooled. If your turbo spools at say 2000rpm, you might want to size pulleys so the best efficiency happen between 6k and 8k blower rpm. That is the coolest amount of air coming from the blower with the most of amount of air.

Clear as mud?

[Tacoclaw]

Kind of, except that this is like working a sequential system in reverse. It's like putting an HX40 in front of your S475, which you don't do because the '40 isn't capable of letting in enough air to feed the '75. *If* the blower is capable of moving enough mass air, even if it's not at pressure, to feed the '52 then I'll be golden. My current quest is to figure out if the blower will be able to increase it's throughput once the turbo spools and relieves pressure on the backside of it. I don't think it will change anything since it's a positive displacement pump and it doesn't care wtf is going on on either side of it.

[Tacoclaw]

RC, you might wanna think about unsubscribing to this thread........... I bet it looks like that a lot of days.

That's exactly what I was going to say, only I was just going to put "Boo whAt? hoo."

[RCCUMMINS89]

RC, you might wanna think about unsubscribing to this thread........... I bet it looks like that a lot of days.

Ya... but.... I don't wanna wade through all of the buts, ifs, and thens, but thens, waits.... and then miss the important part.

[dazedandconfused]

What i was told was to run a bypass tube and valve using a wastegate to control when it opens to allow the big turbo to pull in extra air.

[Tacoclaw]

I've been talking to Carl about buying one of his bypasses, but he's not really into selling them separately. I did find that they're in a 5" piece of pipe, which I kind of expected. I would think the bypass would need to be at lease as big of a diameter as the inlet of your wheel. That would make absolutely sure that there wouldn't be a vacuum at the inlet. Technically, you would need a hole with the same diameter as your inlet, not just the pipe. you'd have to account for the pieces of the check taking up pipe space.


I kinda like this math stuff now, it's growing on me as I keep doing them and start seeing answers that make sense.

[Tacoclaw]

Ya... but.... I don't wanna wade through all of the buts, ifs, and thens, but thens, waits.... and then miss the important part.

Ironically enough, you've mocked the last 4 pages in this thread which have more tech in them than the last 70 pages.

Go ahead and unsubscribe, if anything cool happens in here I'll let you know. I promise.

[dazedandconfused]

His bypass isn't that big.

[Tacoclaw]

Well, he's not real big on spreading info on it so I'm not going to blurt out anymore about it but that's what he told me.