Turbo Pressure - Page 3 - PeachParts Mercedes-Benz Forum

boneheaddoctor · #31 04-12-2005, 08:55 PM

Quote:

Originally Posted by Hit Man X

What's the matter with putting it infront of the A/C condensor? Or does the condensor need the most amount of airflow?

I want a grill on my car.......and you need the auxilliary fan....measure the depth there you will see what I mean.Unless you can move the whole thing back 3 inches you aren't getting an intercooler there. And like I said...I will not give up A/C. It get too hot and humid here adn over 50% of my driving is city stop adn go.

Hit Man X · #32 04-12-2005, 09:07 PM

Looks like I'll have a "looksee" and get some ideas. Do keep me posted on the progress of this.

boneheaddoctor · #33 04-12-2005, 09:11 PM

Quote:

Originally Posted by Hit Man X

Looks like I'll have a "looksee" and get some ideas. Do keep me posted on the progress of this.

Take some measurements and you will see the largest problem.....space for a large and efficent intercooler is VERY limited on a W123.....its far worse on a W116 chassis. I have yet to figure a way for one bigger than an oil cooler to fit. Without converting to an electric fan and seting back the radiator. On the W116 I mean......Until I get funds for guages I won't be messing with the W123.......I need to fix the W123's A/C before the hot weather gets here first. I will tweek the W116 up to the limits of needing an Intercooler however.

#34 04-12-2005, 10:04 PM

Quote:

Originally Posted by dannym

20 psi?? Doesn't the overboost protection switch cut boost at 15 psi??

I have the KKK and I spent a few hours adjusting it. I had it up at 15 at one time. The gauge was fluttering a lot. I'm assuming it was the switch dumping boost.
It's really weird. The boost dropped to 11 psi from 15 with just 1 turn on the set screw. I tried to adjust it back up but I couldn't get it to work. I ran out of the time I had to play with it. I'll try again and report back.

Danny

I do have the overboost valve out of the airflow circut.

I was keeping a close eye on the gauge while adjusting, so I was only at 20psi for 1-2 seconds.

The BIGGEST problem I have with my KKK turbo is unreliable wastegate control. If I set it for 11psi for normal driving the exhaust will overflow the wastegate and goto 15psi during highspeed/rpm driving. If I set it max at 11psi, it has a very hard time going above 8psi during normal driving. This is the only reason I'm thinking of rebuilding my stock Garrett/AirResearch T3 and using shims to get 13-14psi when I'm intercooled.

BTW, did anybody ever find out what the factors were in MB using the Garrett vs. the KKK? I've seen many 83-85SD's with the Garrett but only one 83SD (The one I have now from a pick-n-pull yard) and one 84SD with a KKK.

#35 04-13-2005, 06:46 AM

I have my EGT pre-turbo mounted dead center in the manifold where all the flows converge before entering the turbo (seemed like a decent spot...lots of space so its reasonably far from metal around it).

Running Petro-diesel the EGT's can reach upwards of 1150-1200F even with an unmodified IP (only an ALDA adjustment) and boost at 12-13psi. It takes me a bit of romping/hill climbing to get that last 50-100 degrees but I have had it right up to 1200 with stock IP setup. Just keep this in mind when playing with goodies.

When running bio-diesel, the EGT's have a hard time reaching 1000F max and there is a "noticeable yet not sizeable" decrease in "getup and go"
The last batch acted weird so I will report when I have some better b100.

BTW lower percentages bio (less than 100%) in petrol diesel seems to only make it quieter without suffering the power/EGT drops.

boneheaddoctor · #36 04-13-2005, 09:11 AM

Quote:

Originally Posted by Brandon314159

I have my EGT pre-turbo mounted dead center in the manifold where all the flows converge before entering the turbo (seemed like a decent spot...lots of space so its reasonably far from metal around it).

Running Petro-diesel the EGT's can reach upwards of 1150-1200F even with an unmodified IP (only an ALDA adjustment) and boost at 12-13psi. It takes me a bit of romping/hill climbing to get that last 50-100 degrees but I have had it right up to 1200 with stock IP setup. Just keep this in mind when playing with goodies.

When running bio-diesel, the EGT's have a hard time reaching 1000F max and there is a "noticeable yet not sizeable" decrease in "getup and go"
The last batch acted weird so I will report when I have some better b100.

BTW lower percentages bio (less than 100%) in petrol diesel seems to only make it quieter without suffering the power/EGT drops.

The perfect example of why an EGT is imperative when you want to piddle with the IP......some cars are better off to begin with. And you won't know that without a guage. Turn a car up to something that gets you 1,400+ degrees and you are going to be crying when you melt down a perfectly good engine.

#37 04-13-2005, 02:15 PM

Quote:

Originally Posted by boneheaddoctor

The perfect example of why an EGT is imperative when you want to piddle with the IP......some cars are better off to begin with. And you won't know that without a guage. Turn a car up to something that gets you 1,400+ degrees and you are going to be crying when you melt down a perfectly good engine.

I agree...the gauge makes it nice and easy to say "hey...this is too hot"
Also makes a nice "this fuel is burning good" gauge...a sort of "power meter"

Hit Man X · #38 04-13-2005, 03:40 PM

Has anyone considered going from the stock 2.2-2.5" downpipe to a 2.75-3" to increase area to reduce EGTs?

I see it happen all the time in newer Turbo Diesels so I don't see why the same can't apply here also

boneheaddoctor · #39 04-13-2005, 03:49 PM

Quote:

Originally Posted by Hit Man X

Has anyone considered going from the stock 2.2-2.5" downpipe to a 2.75-3" to increase area to reduce EGTs?

I see it happen all the time in newer Turbo Diesels so I don't see why the same can't apply here also

Problem is it doesn't help at the head.....and valves will suffer........High EGT is simply too much fuel for the availible air on a diesel.

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