legacycentral bbs

http://www.youtube.com/watch?v=XK4Cm9KZIf4

20psi at zero MPH must be hard on things. Oh well that ring and pinion was noisy and whiny anyways.

I will Cryotreat the next ring and pinion gearset for sure.

Later

^ no offense but that was the stupidest things i have ever seen. the only reason i would have done that is if that tranny was toast already.

The rest of the tranny will handle over 700whp all day long, so it's not a big deal to a guy who builds these things every day.


He wanted to test the full manual, reverse pattern, transbrake unit sitting in his shop anyways, lol.

Yeah, I was going to say that I would expect that someone with his mods wasn't planning on keeping the stock tranny for too long

Would have prefered seeing a 0-120mph vid.

Now that the boost control situation is sorted out, we are going to take lots of video. Don't worry about that.

i'm interested in hearing more about your vnt turbo setup. what its off of, how the vnt is controlled, etc.

'03-'07 Ford Powerstroke.

A general purpose 3D PWM map from a standalone with a solid state relay in between controls the solenoid on the turbo, which routes oil to a piston that moves the unison ring to move the vanes.


After he got it to work so well, I had to jump on board, except with a 40R compressor on it


Pictures of Derek's setup are near the end of my build thread.

How many teeth came off the ring? Post pics of the destruction.

Nice! Curious to see what it looks like when you take it apart.

I am curious to le carnage.

I swapped in different tranny tonight.

I popped the bell housing off and it was pretty bad. lots of tooth corners broke off the ring gear, and bunch of whole teeth.

On the pinion there is about 5 teeth gone right in a row and other various chips and chunks gone. Im suprised the car car still moved at all.
When i was unloading the car off the flatbed it stopped moving about halfway down and i had to bounce a few times with the winch. It made a healthy clunk/crunch sound and then continued on to the ground. But then it drove into the shop.

I will take some pics of the carnage tomorrow and post them up.
And maybe a vid of a 20PSI transbrake launch. Maybe.

Love to see both. Wish my manual would hold up to 20psi...

Here the pics of carnage

http://s757.photobucket.com/albums/xx21 ... nsmission/

I take it there isnt really a replacement fix for this?

He's gonna try cryo treating the ring and pinion this time around. BMS had some success with that.

I am very interested in info for how you guys accomplished the boost control with this turbo. I have an 04 powerstroke so id almost be tempted to upgrade the truck and throw it on the car!

The solenoid on the CHRA uses a standard 12 volt PWM signal. Unfortunately the inductance in the solenoid is really high, so you need to use a solid state relay and beefy diode in between the solenoid and whatever you are using to control it. Derek learned the hard way by popping a circuit in his Hydra. If you have a standalone, you can set up a general purpose 3D map, referencing rpm and either load or tps. I'll be using load. A guy that goes by baldturbofreak did it using a nice electronic boost controller some how.

Clocking the turbine housing is a little tricky. On the '03 turbo, there are ten vanes so you have ten possible positions to clock it. The '04 turbo I have has nine vanes. There is also an alignment tab on the CHRA so a notch has to be cut in the turbine housing in the right spot.


Also, you still need a wastegate. Derek's 38mm has been adequate.


I'll be using a GT4088R compressor on mine, so we'll see how it does this spring in terms of boost response.


On a side note, all the people that say these turbos cannot handle the EGT's of a gas motor don't know what they are talking about. Derek's has been working just fine for over a year and a half.

WhiteLegacyGuy wrote:Here the pics of carnage

http://s757.photobucket.com/albums/xx21 ... nsmission/

Nice pile of teeth!

EGT's of a gas motor???? I would single handedly tell them face to face they do not know what they're talking about.

Many, and i do say MANY people run chipped 6.0s seeing 1400-1600 egt's daily. Thats more than ive seen in any conservative tune in any gas car. With a decent tuner or better. A bad tune isnt an excuse.

Cool photos. Do you drag the car? Or just a fun street toy? I bet you can spin the wheels at launch huh?

Haha 400whp+ will spin 215s all around no problem.

tturnpaw wrote:EGT's of a gas motor???? I would single handedly tell them face to face they do not know what they're talking about.

Many, and i do say MANY people run chipped 6.0s seeing 1400-1600 egt's daily. Thats more than ive seen in any conservative tune in any gas car. With a decent tuner or better. A bad tune isnt an excuse.

I whole-heartedly agree. Just search around the internet, and the reasons people come up with as to why it won't work range from that to as bad as "the turbine housing will melt," and so on.

The funny thing is that these turbos can be found for so cheap. I paid $230 shipped on ebay, which was dumb because after the fact I found them on diesel truck forums for even less. A CHRA rebuild kit was $14, even though it didn't need it.

Getting a twin-disk clutch is what hurt though. They seem to be kind of proud of those damn things.

I dont care for mine on the truck....it spools too much, but the 6.0 does need boost to move haha.

The only complaint i used to have and sometimes do have is that the flow rates dont cross over too well with a small engine running a diesel turbo. But were not talking about a Holset either. Were talking about an actual piece of work thats on a diesel engine.

Clutch? Im whineing about having to drop the $1500+ on a 6mt!

I bought my 6mt three years ago when they were going for way more than they are now, so I know your pain. I'm glad I found a mostly rebuilt Exedy twin disk for much less than new, which is $1600-1700. For a damn clutch, lol.



Derek is going to the local dyno day on the 24th, so we'll see how it actually does. It definitely moves more air at higher pressure ratios, and has nice torque before it would normally spool up at 5k with the vanes open.


Since I'm using a 40R compressor on mine, it will probably be significantly different. The 40R's compressor map is very wide, so it should be fairly versatile. The key with these things is to not make them surge, which is easy to do by closing the vanes too much. Closing them too much chokes the motor anyways, so a balance has to be found.