Which turbo ? Mitsu TD04 or Garrett GT22V ??

[rick130]

If you had to replace a turbo on a 300TDI, which way would you jump ?
The Mitsubishi TD04 set up by MTQ/DTS is a great little water cooled turbo, the Garrett GT2256V G 724652-0001E is the variable nozzle turbo used on the International HS2.8L, (a 300Tdi on steroids) and so the mapping should be reasonably close. The GT22V is the turbo used on most of the latest small common rail diesels coming out of Europe. Buy price is probably much the same, but install is plug and play for the MTQ TD04 kit, whereas the GT22V needs the exhaust and inlet plumbing altered.

Which one works better ?
Well, that's the $64 question.
The VNT's claim to fame is that you get much better bottom end boost without overboosting at revs, but MTQ are pretty clever at setting up turbochargers, particularly Mitsubishi's and claim dramatic bottom end improvements over the stock GT250-04 with a useful increase right across the range, but how much better is it compared to upping the fuelling on the stock turbo ?
I've been mulling this over for years, and talked to a few blokes that have done one or the other conversion, including JC, disconut and Bush65 on here, but no one to my knowledge has done both to give a definitive comparison so.....

So, what do you all think and why ?
Which one would you choose ?

The floor is now open. :twisted:

[Leo109]

Hi Rick,

Thanks for the "Welcome back" the other day. I haven't been around here for a while but it's nice place to drop into from time to time.

Back to your question - wouldn't have a clue! Have often wondered, though, whether those who've forked out lots of readies for an MTQ upgrade would have been just as well satisfied by some competent pump tuning with the standard turbo?

Can I ask why you want to? Do you have a dead/dying turbo or do you need to do something to keep up with the latest CRDs?

Why not approach MTQ and your friendly, local Garrett agent to see if they will both 'loan' you the bits needed to do an unbiased comparison in true Aussie outback conditions (I presume you still live just the other side of the middle of bl**dy nowhere??) - B the way, all pigs fed and ready to fly!

[justinc]

Hi Rick,
I initially was in the same position you are in, and went the TD04 and manifold etc from MTQ so as not to increase fitting costs etc for customers. I would love to try the GT22V as it technically has the advantage due to variable nozzle technology. I will eventually find someone who will allow me to spend their $$ on R and D like this, but until then I think it will be better than the TD04, on paper at least!
I didn't worry about R and D when I fitted my TB25 to the 4BD1 as it was a tried and tested combination recommended to me by a few experts, and I am VERY happy with it so far.(Plus Variable nozzle turbo's for a 4 litre capacity engine were a LOT more expensive!)


If you have the time and $$, try the VNT GT22V as it looks good theoretically, and works very well with the TGV 2.8.


JC

[LandyAndy]

Our Mitsi Tryto had the TD04 turbo,VERY GOOD,had a twin scroll compressor turbine,for both low and higher RPM boost.
Very little lag compared to the previous mitsi turbo diesel turbo on the earlier motor.
Andrew

[rick130]

Why not approach MTQ and your friendly, local Garrett agent to see if they will both 'loan' you the bits needed to do an unbiased comparison in true Aussie outback conditions (I presume you still live just the other side of the middle of bl**dy nowhere??) - B the way, all pigs fed and ready to fly!

:lol2:

SWMBO taught me that it never hurts to ask if you can handle being told NO.


Naa, not planning anything ATM.
Had a little whistle at low revs yesterday (yes, it was a tiny leak ) that got me thinking about what I'd do if the stock hair dryer did die so just thought I'd throw the idea out there.
BTW Davis's used to change either the compressor, turbo or both wheels in the OE turbo to improve driveability.
I can't stop thinking about having some fun bolting on a GT22V :angel:

[nick b]

I have run a tdo4 kit with a big cooler+Big Straight through Pong Box+Intercooler+heavy boost+Dyno tuned and yeah its great. But I am not doing it to my latest Fender as its a 130 and lots heavier. I have the GT25/TD04 Adapter to make the exhuast manifold spare sitting there waiting for me to either fit a GT28R Garrett to the 300tdi with the above mods (But its still a peice of garbage 2.5 l capacity so have been looking at 4BD1 with the GT28R or One of the newer Isuzu engines like the 4HE1-TC or 4HK1-TC with a 6 speed but engineers willing to make an adapter to an LT230 are hard to come by in Brisvagus. And be warned if you fit a GT25R or GT28R or TD04 (and tune it properly) the R380 is going to fly to bits anyway :( Mine all have as they don't like large NM Numbers :) So if your driving a disco or 110 the TD04 and GT25R with an 300tdi is an easy way to go and is actually comfy and less work to drive. But if like me you now drive a 130 start thinking more displacement and a Ball Bearing water cooled turbo. From experience the variable Turbo's arne't all that crash hot compared to a decent Ball Bearing water cooled turbo.

Any q's Pm me

[tato]

Hello

I did the conversion of the turbo with a Garret GT2256v :D!
The conversion is very easy, especially here in Argentina that the HS2,8 e TGV is a very popular and it is easy to find these peat in the Junk Yards. I was fortunate enough to get one without using at a bargain price! :)
The change is very easy to do, just remove and put nuts, reforming the oil feed hosel and change the route of the exhaust pipe and the air inlet from the air filter .
The result of the conversion is excellent. The main gain is in the low range of RPMs, where you get all the pressure (1.1 psi) at 1400 RPM!. In the range of high rpm, the gain is smaller, about 200 RPM, but neither is anything wrong.
The injection pump was not varied from the original parameters.
I have already traveled 30,000 km to the amendment and the result is very satisfactory, without having any kind of problem.
Sorry for my bad English!

I leave you some pictures

http://img512.imageshack.us/img512/6712/dsc04031st0.jpg

http://img514.imageshack.us/img514/8281/dsc04030at0.jpg

http://img175.imageshack.us/img175/1371/dsc04029uu8.jpg

http://img205.imageshack.us/img205/9010/dsc04028aw6.jpg

Cheers

Tato
1994 Discovery 300 Tgv
2" Suspension Lift + Airl Lift
Warn 9000 winch
BF MT 245 75 16
Safari Snorkel
Arb Rear Locker
On Board air Tank
Yaesu 8800 Vhf rig
Garmin 276 Gps
and lots of extras;)

https://www.aulro.com/afvb/images/imported/2008/10/668.jpg

[PAT303]

Good post tato,what would I do?,ring the guy on outerlimits who had his turbo rebuilt with new internals in sydney for $600 or so and claims a huge improvement.Worth the call. Pat

[Bush65]

I used the same turbo and manifold when I swapped a 300Tdi into my rangie. I had to stuff around a lot to get the turbo, an intercooler and air filters hosed up.

It looks like it was much easier with the disco, which already had the 300Tdi and you may have had a better source of suitable hoses.

To get the real benefit of the turbo, you need to adjust the pump.

The fellow on outerlimits that Pat mentioned, used one of my old 300Tdi turbos. I would go the same way, if doing it all again.

[xrayxray]

I have the GT 2556v fitted,let you know in a couple of weeks how it goes on the road.
The motor runs sweet all though the car is still on jacks.
The kit only takes a few hours to fit

http://www.aulro.com/afvb/attachments/isuzu-landy-enthusiasts-section/10568d1220605736-variable-vane-img_1133.jpg

cheers mickey.

[rick130]

Here are some pics of the old Bruce Davis 300Tdi upgrade.
This is a 130 that lives on one of the nearby t/bred studs and was in the local mechanics for a water pump and steering box where I took these pics.
I

Looks like it uses a 200Tdi Disco exhaust manifold and turbine housing, with a custom cast dump pipe.
Sorry about the dodgy pics, used the phone cam in low light....

http://usera.ImageCave.com/tdi-rick/Ricks%20Pics%20067.jpg

https://www.aulro.com/afvb/

https://www.aulro.com/afvb/

https://www.aulro.com/afvb/

[rick130]

Here are some pics of the old Bruce Davis 300Tdi upgrade.
This is a 130 that lives on one of the nearby t/bred studs and was in the local mechanics for a water pump and steering box where I took these pics.
I know the owner fairly well and sometimes do service work there. I wonder if she'd notice the manifolds etc had mysteriously morphed ..... :twisted:

Looks like it uses a 200Tdi Disco exhaust manifold and turbine housing, with a custom cast dump pipe.
Sorry about the dodgy pics, used the phone cam in low light....

http://usera.ImageCave.com/tdi-rick/Ricks%20Pics%20067.jpg

http://usera.ImageCave.com/tdi-rick/Ricks%20Pics%20068.jpg

http://usera.ImageCave.com/tdi-rick/Ricks%20Pics%20069.jpg

http://usera.ImageCave.com/tdi-rick/Ricks%20Pics%20070.jpg

[PAT303]

Can you post it again Rick I missed the first two. hehe Pat

[rick130]

Well how'd I do dat :oops2:

Just clever I guess :D

[Michael2]

Just out of curiosity, how many fins does a standard 300Tdi turbo have?

When I removed the head on BrendanBs Defender yesterday, I noticed that there were two sets of impellers (or what ever they're called on a turbo) and they were bolted together (overlapping) with a different pitch on each. Is that standard?

[tato]

Rick, here is the installation of a VNT (or TGV, as we call in Spanish) made by a friend in his Defender 90.

VNT (http://landroverclub.com.ar/viewtopic.php't=93260) in a D90

[Michele]

Rick, here is the installation of a VNT (or TGV, as we call in Spanish) made by a friend in his Defender 90.


Hi Tato,
could you please translate?:D

What kind of manifold did you use?
200 Tdi type?
Disco or Defender?:confused:

[tato]

Hi Tato,
could you please translate?:D

What kind of manifold did you use?
200 Tdi type?
Disco or Defender?:confused:

Michele

Give me a few days to be able to translate it.
My English is very basic, but with the help of some online translator I think I can do it;)

The manifold is from the HS2,8 Powerstroke Engine. This Engine it very common here in Argentina...its came in two versions 2,8 TGV (VNT) and 2,8 WG.
This engine is a derivate of the 300 TDI manufacturing in Brazil by MWM Internationa Engines, so, Its a straight forward change:D

[Michele]

Hola!
Buenas dias?
:)

I know the 2.8 and there's even a Powerstroke-re-engined Disco here which belongs to a guy I know, not far from me but haven't had the chance to meet him again and see the engine yet :(

I didn't get a word of the pictorial guide and didn't think of a 2.8 spare :D

I will check the prices (there's a company in UK which sells parts) just out of curiosity :angel: and look forward to your translation ;)

Thank you!

[rangieman]

Michele

Give me a few days to be able to translate it.
My English is very basic, but with the help of some online translator I think I can do it;)

The manifold is from the HS2,8 Powerstroke Engine. This Engine it very common here in Argentina...its came in two versions 2,8 TGV (VNT) and 2,8 WG.
This engine is a derivate of the 300 TDI manufacturing in Brazil by MWM Internationa Engines, so, Its a straight forward change:D
I wonder how much it would cost for a few of these manifolds to be sent to Australia;)

[Bush65]

Hola!
Buenas dias?
:)

I know the 2.8 and there's even a Powerstroke-re-engined Disco here which belongs to a guy I know, not far from me but haven't had the chance to meet him again and see the engine yet :(

I didn't get a word of the pictorial guide and didn't think of a 2.8 spare :D

I will check the prices (there's a company in UK which sells parts) just out of curiosity :angel: and look forward to your translation ;)

Thank you!


I wonder how much it would cost for a few of these manifolds to be sent to Australia;)

I used the 2.8 TGV manifold and turbo, but the kit that mickey (xrayxray) used would be every bit as good and much easier to install. IIRC he bought the kit from Alisport in UK (there is another UK company that sell a similar kit).

The problems with 2.8 TGV setup is the turbine and compressor are opposite (front to back) to the 300Tdi, and I had great difficulty with the inlet hose work - not much space from rear of alternator and matching sizes from air cleaner to compressor. I have to say the pics that tato linked to are show a much nicer installation than I was able to achieve.


I have the GT 2556v fitted,let you know in a couple of weeks how it goes on the road.
The motor runs sweet all though the car is still on jacks.
The kit only takes a few hours to fit

http://www.aulro.com/afvb/attachments/isuzu-landy-enthusiasts-section/10568d1220605736-variable-vane-img_1133.jpg

cheers mickey.

[tato]

I wonder how much it would cost for a few of these manifolds to be sent to Australia;)

I got a second-hand manifolds, practically new in a junk yard, it paid about 100 US dollars. I believe that the cost of the new collector is about 200 US dollars. The problem is the cost of postage because it is quite heavy.


I have to say the pics that tato linked to are show a much nicer installation than I was able to achieve.

Tnx Bush !
If you want to see, on the following link, the complete article from the installation of VNT in my Discovery .
.. Sorry for the text in Spanish

VNT (http://landroverclub.com.ar/viewtopic.php't=6) in a Discovery 300 TDi

[xrayxray]

Here are some photo's of the completed fit up of the Allisport kit.
There is plenty of room left in the engine bay,the kit looks factory fitted and there has been a lot of thought put into the kit and definately the best way to go in my opinion,there is no mucking about modifying or find parts everything is there.

[xrayxray]

More picy's
cheers mickey.

[xrayxray]

Here is a pic of the manifold.
Mickey.

[tato]

Mickey

This kit is really beautiful :o:)

Unfortunately none of that exists here, so we have to do things with what we can achieve here
You are very lucky to be able to have a complete kit, ready to install. Here, unfortunately, we do not have these opportunities, and we should fix them as we can, doing all the adjustments ourselves, getting parts here and there.

The cost of spare parts is prohibitive, here cost between 2 and 3 times the value of UK ... and our revenues are between 2 and 3 times smaller .. what gives you a real result ... for your pocket as if he pay 6 times your cost.
To give you an example, the latest to buy for my Discovery is the ARB air Locker. That locker with the compressor costs about US $ 1700, which is the equivalent of 2 months of my income :((I am a computer technician and work in a government agency).
My 1994 Disco .. costs the equivalent of about 15 months of my income .. a real madness:twisted:

[Dougal]

Tnx Bush !
If you want to see, on the following link, the complete article from the installation of VNT in my Discovery .
.. Sorry for the text in Spanish

VNT (http://landroverclub.com.ar/viewtopic.php't=6) in a Discovery 300 TDi


For that we have Bablefish.:)
Translated to English.
Translation result for http://landroverclub.com.ar/viewtopic.php't=6 (http://uk.babelfish.yahoo.com/translate_url'doit=done&tt=url&intl=1&fr=bf-home&trurl=http%3A%2F%2Flandroverclub.com.ar%2Fviewtopi c.php%3Ft%3D6&lp=es_en&btnTrUrl=Translate)

[tato]

You can really understand the translation? :eek:
It seems translated by Tarzan.
:D

[Michele]

[ROTFL]
:lol::lol:

[Michele]

Helloooo...
Any new with the translation?
I'm getting hold of a genuine International 2.8 manifold in the meanwhile...
:)

[tato]

Michele Hello!

We apologize for failing to post the translation, as much text to translate technical I asked a friend who spoke English very well help me in the translation. I promise to do so.

[Disco_owner]

More picy's
cheers mickey.


Hi Mickey ;

That is a really nice kit , looks like you've gone for the uprated Intercooler as well. have you notice some real big gains specially down low?

[slug_burner]

OK some have asked for a translation of Tato’s posted link (landroverclub.com.ar :: Ver tema - Intalación Turbo TGV Defender (Por Lucas Nuciari) (http://landroverclub.com.ar/viewtopic.php't=93260)).

I maybe a bit rusty and I hope not to sound like Tarzan or Cheeta for that matter. I cannot guarantee a 100% translation but it should be better than a straight babelfish job. Here goes….

This is the one for the VNT link into the 90 by Lucas

This is the list of the parts necessary for the installation of the Garret TGV GT2256V turbo.
It does not include specialy fabricated made to measure parts, only the parts that can be purchased as spares in order to perform the installation.

- Turbo Garrett TGV GT2256V

- Exhaust manifold PN 70540173

- Nuts for Exhaust manifold PN 70570114 (quantity 3)

- Nuts for Exhaust -cover PN FX110041 (quantity 7)

- 7 (not 100% on this one as the literal translation is asparagus) studs? Or ?? (Tato necesito ayuda, give me a few more clues) 10M x 1.5 x 40mm long

- bracket Exhaust -turbo PN --------
(The manufacturer PERFECTO original for ford)

- Oil drainage hose -turbo PN 70993486

- Niple Block- drainage hose PN 70200849

- oil pressure hose for turbo PN 70993487

It has a derivation of a depressor for the brakes that goes behind the alternator of a Ford Ranger, in a LR the depressor is on the other side. ( I suspect that here he is referring to the vacumm pump on the back of the alternator of the Ford Ranger as opposed to the cam driven vacuum pump on an LR)
To place this hose you have to cut said derivation and place a threaded bung. The rest will be OK.
-
- I recommend you have a hydraulic hose place make up the hose from Teflon and stainless steel reinforcing mesh as per the original LR part. It will work out cheaper and will be better.
-
- To manufacture this hose you have to get an original Ford one to copy

- Screw for oil-hose-block PN 70740733

- Screw for oil-hose-turbo PN 70740334

- Screws turbo-drainage hose PN FS106161 (quantity 2)

- Copper washer, hose-oil-block PN ERR0894 A (quantity 2)

- Copper washer, hose-oil-turbo PN 70920180 (quantity 2)

- Joint for turbo-hose drainage PN 70490294

- Starter motor heat shield PN --------

- Exhaust: I recommend that you buy the original dump pipe section from an exhaust place, and take advantage of the Gasket/adaptor on the first curve cut from the original exhaust.
-
-
This section is a genuine Ford one, it is better but much much dearer, alternatively a non-genuine, costs about 85 pesos (AS$40) but it is more rustic and ugly. It is all down to taste.
In my case in order not to cut my original Defender exhaust, I will have a new exhaust made up from end to end. This will take much more time and will be more expensive.

Missing:

- Exhaust joint-turbo PN --------

- 1 esparrago (stud) that goes on the manifold and did not come with it (it can be purchased at any nut and bolt place (bulonera =perhaps hardware store?))


With all this you can locate the TURBO GARRETT TGV GT2256V perfectly with all the original components that are on the Ford Ranger 2.8.
- Once this is done, you will have to resolve the issue of the air hoses for the turbo inlet and outlet as they end up in different positions as that with the original turbo.
-
I haven’t as yet got an idea as to how I will resolve this as I will have to study the problem once the turbo is in place in the vehicle.

- The idea is to leave it aesthetically pleasing an with all the terminations of the original system

- To see all the Part nos download the Power Stroke 2.8 parts catalog from here;

http://www.disco-tech.ca/engines/parts_catalog.pdf
-
Installation:

The battery cables complicated things as they went through where the new exhaust is to go, I had to make a new loom bit more tedious than the original.
-
For the inlet I fabricated a special supporting bracket that is anchored to the inlet plenum on which with rubber supports hold up the inlet pipe

https://www.aulro.com/afvb/
- https://www.aulro.com/afvb/
Exhaust Gasket/adaptor made on the lathe
http://img232.imageshack.us/img232/5981/dsc00584mu0.jpg
- new Espárragos (studs or fasteners) on the rocker cover
- http://img136.imageshack.us/img136/6500/dsc00589eg9.jpg
- New 2.5” exhaust and 2mm of coating (sandy thickener? Tato help!)
- http://img293.imageshack.us/img293/2462/dsc00653ex8.jpg
- Exhaust paintedwith high temperature paint (will see how long it lasts...........)
- http://img407.imageshack.us/img407/4346/dsc00654kk4.jpg
- pipes and supports:
- http://img169.imageshack.us/img169/667/dsc00658nl0.jpg
- The Deefer (El DEFE)
- http://img504.imageshack.us/img504/2244/dsc00661ez5.jpg
- Exhaust manifold
- http://img260.imageshack.us/img260/1866/dsc00663eo2.jpg
- Heat shield for starter motor and battery cables
- http://img132.imageshack.us/img132/7600/dsc00664id2.jpg
- Turbo
- http://img134.imageshack.us/img134/5743/dsc00668fh9.jpg
- Inlet support bracket/support
- http://img184.imageshack.us/img184/108/dsc00673ln6.jpg
- Inlet pipe finished (almost)
- http://img249.imageshack.us/img249/9940/dsc00675bisse6.jpg
- Note that the pipe is mounted on rubber supports similar to the original Defender air filter. http://img258.imageshack.us/img258/2181/dsc00676bisgv7.jpg
- http://img141.imageshack.us/img141/1818/dsc00679bismc0.jpg
- http://img205.imageshack.us/img205/5718/dsc00680bistm3.jpg
-
- This is as far as I have got.
- I did the best job I could.
- I hope you like it.
- I have been at it since 26 December.
- It has taken much time to do it with so many details

Hope this helps, translation by babel-slug

[tato]

Slug
You have done an excellent job. !!:)
The performances are fantastic. Even in any doubt you were with, for example, ESPARRAGOS actually are the STUDS and DEPRESSOR as it is well told vacuum pumps, as well as the BULONERA is HARDWARE STORE

New 2.5” exhaust and 2mm of coating (sandy thickener? Tato help!) = New 2,5" x 2mm thick exhaust ,sandblasted (before painting)

and finally EL DEFE is the short name of our DEFENDERS

At least that's what I think based on my poor English language skills.

Thanks !!

[Michele]

Thanks Tato and Tarz...erm, Slug :D

So far I only got the manifold...and ran out of money :(

I'll try to get all the small bits to make the job easier and then it's just a matter to find the proper turbo at the scrapyard... :ninja:

Hopefully I'll have something done by the end of the century...

[Michele]

I think this is a good follow-up:
landroverclub.com.ar :: Ver tema - Regulación del Turbo TGV (http://landroverclub.com.ar/viewtopic.php't=95710)

It just needs a new translation :D

[abaddonxi]

I cheated and ran it through babelfish, it's mostly clear.


Cheers
Simon


The design of the bun of the turbine of the turbos corresponds at a certain speed of exhaust gases, when this speed is insufficient, I disturb does not get to provide sufficient volume and I disturb will not raise pressure and if it does it will not be the maximum pressure to which I disturb this regulated to develop the 100% of the engine power. If the speed is excessive, I disturb will raise much but pressure of which it corresponds to the pressure of work of I disturb, the bun will turn as much to high RPMS but with serious risks of failure in the motor as in I disturb same.

But who defines the speed of exit of exhaust gases in a motor?


There is a physical law of also well-known continuity as “conservation of mass” applied to the IDEAL fluids and says the following thing:

To volume it states, a fluid that circulates around a conduit of certain area of passage at a certain speed, this will increase, if the passage area falls.

https://www.aulro.com/afvb/ (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d qspi0hnpis.jpg)

Q (of great volume) = V (speed) x A (perpendicular area at the speed)

In the entrance we have:

Q1 = A1 x V1

In the exit we have:

Q2 = A2 x V2

But the law of conservation of mass says that the Of great volume Q is constant.

Q1 = Q2

Then .....

A1 x V1 = A2 x V2

S.A. = A2, then V1 = V2 (in the case of a sewer that does not vary the section for example)

Pero S.A. is different from A2, then V1 is different from V2

S.A. > then A2 V2 > V1 (it is the case of the drawing)


We make an example:
(they do not concern the units, is so that it is understood)

A1=10
A2= 5
V1=20
How much it is worth V2?

A1 x V1 = A2 x V2
10 xs 20 = 5 xs V2

clearing:

V2= 40 exactly the double that V1, because A2 is half of A1.


The motors, to a certain RPM and point of accelerator, we have a certain volume
Our motor to 1000 rpms has a unique volume to 1400 another different one from 2000 another etc.

In I disturb conventional, nonTGV, A2 is fixed and this defined by the geometry of the exhaust gases snail.

This A2 is chosen generally so that I disturb very has its optimal speed to rmps average neither to low nor very above.

So that?

S.A. is very small, V2 will have a value like I disturb obtains the optimal pressure to RPMs losses, the motor will respond of down like a TGV but to RPMs discharges (greater volume) the speed will be so high that the lost ones of engría, had to the passage of a great volume of flowed by a conduit with very small area, will be like exhaust gases will not be able to flow towards outside, they will do or it at the cost of much energy and the power loss of the motor will be remarkable.

Por el contrario, S.A. is very great, V2 will have a value like I disturb obtains the optimal pressure to RPMs discharges, but to RPMs losses the value of V2 will be very small, I disturb will not raise pressure and the motor would behave how an atmospheric motor, will be very slow and “pig” to RPMs losses. Great a A2 value is very good to harness motor, so that they give to much power to RPMs principles.


As they see, in conventional turbos the manufacturer of the motor must choose to that RPMs wants that I disturb has its greater yield.
And following his use he chooses himself to discharges, losses or RPMs averages.

If it is a motor of a generator that is going to walk to rpms constant is easy, the problem comes with the automobiles in which the users we used the motor in a great rank of RPMs.
The average manufacturers choose to choose a RPMs or where they consider that the motor is going to be lead the major stops the time by the greater amount of users.

But it is here where the TGV enters!

I disturb TGV (I disturb of variable geometry) has a crown of blades directives which can VARY a2 area (to increase it or to drain it), accelerating or slow down of exhaust gases so that this one is the correct one in a rank of ample RPMs but which in I disturb conventional.

Turbo TGV gives the advantage us of a very small A2 to RPMs losses but without the disadvantages that this causes to discharges rpms since in these conditions it would behave with a very great A2.
If this A2 is but great that the one of I disturb original FIXED, we also have but power.
This is exactly what it happens in turbos TGV Versus. LR, the motor power to RPMs discharges.


Thus it is Turbo de variable Geometría GT2256V which we have placed several of us in our Land Rovers.
I have verified who our system of variable geometry is exactly equal to the one of the drawing, I have disarmed a TGV for that.

https://www.aulro.com/afvb/ (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d 2zci5txagh.jpg)
The crown of blades is seen directives, it sees clearly that when closing itself they diminish the Area of step and when abrir itself they increase it.


Turbo TGV2256V that we placed in our LRs, comes regulated for an initial volume (the motor regulating) corresponding to 2.8. A2 area is like for the volume of motor 2,8, the V2 speed is like I disturb “blows” to Rpms losses.
Our Lrs that is 2,5 means, that in slow motion, we have less volume than ranger 2,8 and if we have less volume, we will have a value of smaller V2 to the one of ranger, because A2 is the same, but to move the same bun of I disturb.
The consequence of this is that the same I disturb placed in 2,5 will respond later that in 2.8.

When I saw the TGV for the first time, I realized that the initial A2 is adjustable! that is to say, they are possible to be closed but the blades so that a2 is smaller and I disturb responds before.

This does not affect for anything the development of I disturb to discharges rpms, only affects at the moment at the moment at which the blades are closed.

Vista of I disturb armed
https://www.aulro.com/afvb/ (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d 4czgpj8oc5.jpg)

The leg of pressure registry maintains the system in the position of the photo, in this state, the closed blades this, if the screw is unscrewed so that the leg that commands the blades goes above but, these will be closed but.
When I disturb raises pressure, the leg of pressure registry goes downwards abriendo the blades.
https://www.aulro.com/afvb/ (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d k63lf9g0oa.jpg)

In order to register the screw it is necessary to remove these pieces.
The tin leaves with a key of 10 mm and the insurance of the leg leaves with a hook. TAKEN CARE OF MUCH OF NOT LOSING It is very difficult to remove it, there is little place and if it jumps certainly it loses!
http://images.imagehotel.net/p6oc4kud99.jpg (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d p6oc4kud99.jpg)

I disturb without the pressure tin
http://images.imagehotel.net/1otw5ji9jg.jpg (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d 1otw5ji9jg.jpg)

Vista of the regulation screw. The lock nut is of 8 mm, allen of the screw not it memory.
http://images.imagehotel.net/hau5grxtd7.jpg (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d hau5grxtd7.jpg)

In order to make the registry, it is made this way:
http://images.imagehotel.net/i79llohchr.jpg (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d i79llohchr.jpg)

http://images.imagehotel.net/1yu4qh0q0k.jpg (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d 1yu4qh0q0k.jpg)

http://images.imagehotel.net/be2sl4bo33.jpg (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d be2sl4bo33.jpg)


The following steps are followed:

When removing the tin, the leg of the blades falls and these are open.

1 - To raise the leg with the hand until it makes top with the screw of registry.
2 - Maintaining the leg with the hand and making pressure against the screw, to be relaxing the screw.

When relaxing the screw, we will notice that the leg raises (the blades are being closed) until a point in which the leg stops raising no matter how hard we continue relaxing the screw. This must to that the blades have reached their maximum closing and now the internal mechanism is the one “unites that them”.
It is not good for leaving them in this position since it would be doing forces east internal mechanism and not the top with the screw as it corresponds.
In order to avoid this:

3 - To continue relaxing the screw until one moves away of the leg.
4 - Maintaining the leg of blades pressing upwards, now it is in maximum opening but making top internamente, to fit the screw until it is called on the leg and to give 1/4 of return but to make sure that this screw will make top before the internal mechanism.
http://images.imagehotel.net/hmpyndqoqi.jpg (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d hmpyndqoqi.jpg)

4 - To fit to the con nut by far well-taken care of that does not turn the screw (is difficult and tour, is necessary to maintain it with allen, but equal tour.)

(In this photo the screw does not reach to make top against the leg of blades)
http://images.imagehotel.net/cy6nb4y4ml.jpg (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d cy6nb4y4ml.jpg)
5 - To arm everything as it were.
In order to be sure that the screw is the one who for of top really, it is possible to be put a paper and to be seen if it is catched between the top and the screw.
http://images.imagehotel.net/jttm42ylrh.jpg (http://66.163.168.225/babelfish/translate_url_content?.intl=us&lp=es_en&trurl=http%3a%2f%2fwww.imagehotel.net%2f%3ffrom%3d jttm42ylrh.jpg)

Details

- When arming, if it costs to put the pressure tin on the axis of the leg of the blades due to the force of the means, compressed air in the tin can be injected, which will overcome the force of the means, the regulation leg will extend and enter easily.

- If on the contrary, they see that when putting the tin “exceeds leg” of regulation of pressure of I disturb, it is because when raising upwards the leg of the blades is perhaps long the one of pressure.
if this happens, it is necessary to work on the pressure leg (nut and con exchange) to shorten it, this would increase to something the pressure of I disturb but not much, I have drawee 4 100 returns and I disturb as soon as I raise grs.

- Since they disarm everything, they take advantage of and denle 4 complete returns to the leg pressure regulation so that it throws gramitos but ....... IT GOES IN PLEASURES ........

- Of the three NEW turbos TGV that “I have touched” the 3 they were with the screw of different regulation of blades. One of them had the very open blades, the other normal and mine almost closed 100%.
With this I mean that perhaps you make all the registry and they do not notice great difference yes and another, everything to them depends on the registry that they have at the moment.

- What there is to turn the registry screw is very little, between 1 and 3 returns, or but in some cases, visually it is very little but it closes rather inside.

This procedure that I have explained here is ideal to do it with I disturb before placing, has but tact to which it becomes, but also it is possible to be done mounted as much in the vehicle in DISCOVERYS as in DEFENDERS. Of 3 that I have done, I did one outside (mine) and the other placed in Disc and defe.

To be able can be done it with I disturb mounted, but they meet a MAGICIAN so that it does the work BETTER! the truth, does not see carajo, do not enter the hands do not enter the tools, works uncomfortable etc etc.

If it is made so all which I have explained they will have his TGV with the maximum closing of blades and in the best conditions than it could be.

LUCK
_______________
Lucas Nuciari
https://www.aulro.com/afvb/

[slug_burner]

Mate those UN translators better look out.

[Michele]

[1 year and more later...]
[bighmmm]


Update.
Well I finally got my VNT kit!!!
:banana:

I'm going to install everything after the Christmas holidays,can't wait!
[smilebigeye]

I have the turbo owner's manual right here but it doesn't say much though.
I would have thought of some specs but nothing.
For the chronicle, part # of my VNT is 7246525001VNTMJ0009.

I'll post installation pics as soon as possible.

[disco_ute]

I am about to transplant a TD5 Turbo to my 300Tdi over xmas.

Mick

[Dougal]

I am about to transplant a TD5 Turbo to my 300Tdi over xmas.

Mick

The TD5 turbo is a GT2052S. Essentially the same size as your 300tdi turbo but the modern version. The results will be interesting.

[disco_ute]

The TD5 turbo is a GT2052S. Essentially the same size as your 300tdi turbo but the modern version. The results will be interesting.

Yes I am very interested in the results.
My mate replaced his the turbo in his TD5 with a hi flowed one from TD5 alive and the results were fantastic!! chk out http://www.td5alive.com (http://www.td5alive.com/)

both turbos (300 TDI and TD5) have similar boost so i am thinking it's going to develop boost faster and hold it for longer... who know time will tell!

Mick

[rick130]

Thanks for the numbers Michele :twobeers:

I have a line on an old John/Bruce Davis 300Tdi kit here, which uses a different manifold and modified 300Tdi turbo, but it'll be a few months away ATM. I believe the turbo needs a little work, but at least the 200Tdi manifold gives me the option of playing swap the turbo easily in the future.

[Michele]

but at least the 200Tdi manifold gives me the option of playing swap the turbo easily in the future

You're welcome :)

That was my plan too!
But the madness kicked in and I found myself a 2.8 manifold first and then the whole thing went snowballed and I couldn't stop...:bangin:





Help........................!!!

[rick130]

You're welcome :)

That was my plan too!
But the madness kicked in and I found myself a 2.8 manifold first and then the whole thing went snowballed and I couldn't stop...:bangin:





Help........................!!!

:lol2:
You're in the wrong place for aversion therapy :D