Do you have a 118 log you can share Bill ?
Group C: '118
RPM Temperature Load Absolute Pres.
TIME
STAMP /min °C % mbar
29.97 1600 33 70.2 1020
31.17 1600 30 94.5 1100
32.27 2000 27 94.5 1170
33.49 2520 26 94.5 1360
34.72 3080 26 77.3 1680
35.92 3600 25 72.5 1950
37.13 4120 25 73.7 1980
38.34 4600 26 79.2 2030
39.52 5080 27 80.8 2050
40.74 5560 29 89.8 2170
41.96 6040 30 94.5 2150
43.06 6440 32 94.5 2070
44.26 6880 34 94.5 1990
45.46 7320 36 94.5 2000
'115
RPM Load Absolute Pres. Absolute Pres.
/min % mbar mbar
1560 34.6 1010 1020
1600 68.4 1540 1010
1720 79.7 1720 1100
2240 93.2 2010 1230
2760 112 2020 1450
3320 160.9 2000 1980
3920 173.7 2000 2110
4440 176.7 2200 2140
5080 183.5 2370 2180
5720 191.7 2550 2260
6240 186.5 2550 2260
6640 175.9 2550 2190
7040 172.2 2550 2170
7360 164.7 2540 2140
That is the weirdest thing I have seen in a while.... :-/
What are we looking at, the boost fluctuating up and down?
What are we looking at, the boost fluctuating up and down?
hi morgan
from yesterdays running, on CR's actuator with preload etc
Code:Group C: '118 RPM Temperature Load Absolute Pres. TIME STAMP /min °C % mbar 29.97 1600 33 70.2 1020 31.17 1600 30 94.5 1100 32.27 2000 27 94.5 1170 33.49 2520 26 94.5 1360 34.72 3080 26 77.3 1680 35.92 3600 25 72.5 1950 37.13 4120 25 73.7 1980 38.34 4600 26 79.2 2030 39.52 5080 27 80.8 2050 40.74 5560 29 89.8 2170 41.96 6040 30 94.5 2150 43.06 6440 32 94.5 2070 44.26 6880 34 94.5 1990 45.46 7320 36 94.5 2000
Hi Bill,
Hmm you would certainly kinda expect more boost than is being seen with that N75 DC even with the oddly behaving actuator.
I think you might have hit the nail on the head that the wastegate flapper is being forced open by the exhaust gasses.
In fact I did experience something similar myself although nowhere near to such a large degree.. at the time I put it down to the tubular manifolds better flow, & also the fact the wastegate had been quiet heavily ported (since previous testing)
Funnily enough we also had some issues with the CR supplied actuator that was fitted when the thrust bearing was replaced, & I ended up having to get another one from them. Albeit what happened in our case was we would set our desired crack pressure do a couple of runs on the dyno with each run making a little less boost than the previous.
On checking the actuator the crack pressure had dropped, we added some more pre-load to get back to where we wanted it only for it to drop off again within a few more runs.
Whether the radiant heat being generated from the sustained tests was having an affect on the spring, or the spring itself wasn't up to much I dunno.. but once swapped for the replacement actuator together with a small heat shield made for it we didn't experience any more more probs.
For reference with the replacement actuator set to crack at 0.75bar, 1.75bar+ boost was possible at the top end without the N75 DC being anywhere near maxed out.
Anyway good luck with it, I am sure you will get to the bottom of it.
Regards
Morgan
...the CR one behaved exactly as you describe.. it would be set, and then run less and less......
?
How is such behavior possible? It seems almost diabolical of a parts maker to do such a thing.
Hi,
I think the actuators CR use "might" be Garret ones, although I am not 100% certain on this.
When I discussed the actuator behaviour with CR they said it was not an issue any other K04.2x hybrid user had previously reported.
Regards
Morgan
Hi Bill,
I would have personally thought with pressure reference/regulation removed from the actuator, & the white Forge spring boost would be a lot more in that first plot !
I guess the flapper must be being blown open as you suspect..
What will be your next steps ?
Regards
Morgan
well, some more, lot more runs, done during this afternoon.
my theory: (oh no another one) - backpressure in hotside/manifold is significant, and proportional to the total boost being run... more boost more backpressure, which is why increase preload to a v.high level, and the uncontrolled boost level rises. I did'nt go wot until 5krpm during that run and was trying to just ease some throttle without the turbo letting loose to crazy boost..
I think the 29mm bored out wastegate is too large also now.. the clip, i am still 50/50 on being the right thing to do. zero surge which was its objective, and only 200rpm slower spool than wellys was.. As to what other side effects its had, I'm not sure. airflow for airflow its pretty close wellys vs danes. One big difference between them is timing. wellys ran a lot more than danes wants to. From car i have seen, largeports always soak up additional timing without cf's going mad over smallports... to the tune of 10 degree difference. 1.5deg added and 5bhp gained on what was a hot run.. as a guide of the margin it makes. (i dont have to tell you this obviously, but for others reading this its maybe of interest)
ignition and airflow comparisons-water/meth on wellys largeport, none yet on danes smallport-food for thought
more tomorrow.. when wmi is finished & running
upside, egt's are lovely - nice and low for the power/boost
So the water meths on. Some excellent workmanship from Tuffty!
And I can still get to the cd changer
The nozzle in place
The supply from the tank runs down the passenger side of the car underneath all of the trim panels so it's totally hidden
And the wiring runs from underneath the steering wheel, along underneath trim again, behind the seat and then across behind the carpet underneath the rear bench and into the boot.
Currently using the medium size nozzle.