This topic contains 6 replies, has 1 voice, and was last updated by 
-
Topic
-
Ég ek um á Galloper en mér finnst turbínan koma alltof seint inn ( ca 2000 snúningum ) er hægt að breyta þessu þannig að hún kæmi fyrr inn ?
-
Replies
-
Anonymous- Umræður: 0
- Svör: 16404
skipta í kúlulegutúrbínu, droppar boostinu niður um 5-600rpm.
svo eru framleiðendur að búa til túrbínur í díselbíla með mun stærri wastegate blöðku sem þeir segja að færi boostið neðar..t.d. http://www.bankspower.com/index.cfm
Sverara púst ætti að hjálpa þónokkuð til, spurningin er bara hversu svert því verða aðrir að svara sem hafa reynsluna en ég giska á að 2.5" séu passlegar?
Anonymous- Umræður: 0
- Svör: 16404
Algeng uppskrift k&n loftsía, sverara púst td 21/2", færri og opnari hljóðkúta og jafnvel hiclone fyrir túrbínu allt ætti að auka vikni túrbínunar á lægri snúning
ég er með 2 12" púst og engan kút og ég er með k og n síju en mér finnst hún ekkert koma fyrr inn fyrir vikið. Bíllinn er sprækari og andar léttar en er þungur af stað þangað til turbínan kemur inn í kringum 2000 snúninga.
Get ekki séð hvernig stærri wastegate ventill (sem hleypir afgasinu framhjá bínu, þegar boost er orðið of mikið) geti breytt því hvenær túrbína kemur inn….
Áttu kannski við að það sé einfaldlega stærra hjól pústmegin? Ég er kannski að misskilja hvað þú átt við með blöðku?
-haffi
Anonymous- Umræður: 0
- Svör: 16404
By C.J. Baker
Let’s begin by describing what a turbo wastegate is. A wastegate is essentially a device that bypasses some exhaust flow around the turbine section of a turbocharger to control maximum boost. A wastegate is usually controlled by a pressure actuator that is connected to manifold pressure. The wastegate is normally closed, held shut by a spring inside the actuator canister. When preset pressure limits are exceeded, the actuator progressively opens the wastegate, allowing exhaust flow to bypass the turbine, thus regulating manifold boost pressure. On the surface, it sounds like a simple premise, and in fact, a wastegate is a simple device. The problem comes from the pressure in the exhaust system, called turbine inlet pressure that can bear against the valve, overpowering the spring in the actuator, and forcing the wastegate open at lower than intended boost levels.
Original equipment turbocharger wastegate actuators are selected or engineered for a specified boost level and turbine inlet pressure. To keep costs down, such actuators are usually just big enough to do the job at the stock boost levels. If the turbocharger boost is increased for additional airflow and performance, the stock wastegate actuator is frequently incapable of holding the wastegate fully closed until the higher boost level is reached. This happens because turbine inlet pressure also increases as boost pressure rises. The fix is to use a bigger spring in the wastegate actuator to hold it closed until the desired peak boost is achieved, however, that also requires a bigger actuator diaphragm to override the heavier spring when the desired boost level is reached. That’s why Banks created the Big Head actuator that’s used on many of its diesel power systems.
The net affect is that the turbocharger comes up to peak boost more quickly and then maintains that boost level throughout the engine’s RPM range for optimum mid-range torque and top end performance. It’s another example of the engineering expertise you get from Gale Banks Engineering.
Einnig halda þeir því fram að boostið komi inn fyrr..
You must be logged in to reply to this topic.