GT2256V on a TD5?

Dougal is correct, the TurboTechnics VNT turbo is a 2256 .

The 2052V is in fact a very good conversion. We have made a few using an AUDI 2.5 tdi Allroad Turbo. Here it is:

https://fbcdn-sphotos-f-a.akamaihd.n...89059855_n.jpg

https://fbcdn-sphotos-g-a.akamaihd.n...88751635_n.jpg

I think the best compromisse for the td5 would be a 2056v. In fact these came as standart in the R5 vw engine and also in the LT van, wich are also 5 cilinder. I believe Volvo D5 uses them aswell!

There is also a guy overhere that fitted a 2056VNT ballbearing turbo from the latest generation 350cdi Mercedes engine. I will tune it next week ad will see what´s what :twisted:

Regards,

Isnt the 2056 on the X5 as well? If so, Mick has just put one on the TD5 conversion for the ute. http://www.aulro.com/afvb/projects-t...version-3.html

Reportedly, fantastic power up high, nothing at low and mid range. Great for on road, not so good off.

Edit: Hmmm....just checked myself. I am sure he told me it was off an x5, but can then see on his thread his is a 2260.

The garrett naming conventions aren't always consistent. Sometimes they match up, otherwise you'll find a completely different compressor wheel to the one you expect inside.

Then you've got the issues with old vs newer generation parts. A GT22 turbine has a 42.7mm exducer and flows better than a GT25 turbine which has a 41.7mm exducer etc. The GT22 is also a newer and more efficient design which produces the same power for less drive pressure.

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Originally Posted by Hamish71

Isnt the 2056 on the X5 as well? If so, Mick has just put one on the TD5 conversion for the ute. http://www.aulro.com/afvb/projects-t...version-3.html

Reportedly, fantastic power up high, nothing at low and mid range. Great for on road, not so good off.

Edit: Hmmm....just checked myself. I am sure he told me it was off an x5, but can then see on his thread his is a 2260.

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Both of the turbos you reported were fitted in the x5! I believe in those symptoms with the 2260, but not with the 2056 unless it was not setuped properly - it's not an easy task, since they normally are vacuum operated and you have to make them work with pressure wastegate!

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Originally Posted by td5inside

Both of the turbos you reported were fitted in the x5! I believe in those symptoms with the 2260, but not with the 2056 unless it was not setuped properly - it's not an easy task, since they normally are vacuum operated and you have to make them work with pressure wastegate!

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Jose, what about controlling it with a Dawes valve and a needle valve to regulate the vacuum?

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Originally Posted by Vern

Jose, what about controlling it with a Dawes valve and a needle valve to regulate the vacuum?

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It cant be made, but I think its easyer to simply put the turbo working on a pressure wastegate and use the stock td5 one or the forge uprated one for the td5 wich allows some adjustments :)

The above photos of the 2052VNT in the defender shows the original td5 wastegate!

Regards

I have a 2260vnt on my Isuzu, which is not running yet, but have set one up on another conversion that was done here, we ran the Dawes valve to control the vacuum actuator, and a needle valve to reduce the vacuum into the Dawes valve. Seemed to work, but I didn't get a real good look at it or play around with it much. I'm not really up to speed with controlling turbo's that's why I asked the question:)

Well, my rebuilt TT VNT with a new compressor wheel seems to work wonders.....more bottom, mid than before.

Might need a new tune though!

Quote:

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Originally Posted by Vern

I have a 2260vnt on my Isuzu, which is not running yet, but have set one up on another conversion that was done here, we ran the Dawes valve to control the vacuum actuator, and a needle valve to reduce the vacuum into the Dawes valve. Seemed to work, but I didn't get a real good look at it or play around with it much. I'm not really up to speed with controlling turbo's that's why I asked the question:)

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There are two advantages to the vacuum actuator and pneumatic control (Dawes is one way).
The first advantage is you can adjust boost either way with minimal tools and being away from hot exhaust parts.
The second is the vanes essentially cycle themselves every time the engine is turned on. Because the spring returns them to the open position and the vacuum pulls them towards closed. This helps keep them from clogging up with carbon.

The forces on the actuator lever should also be less running the vacuum can.

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Originally Posted by Hamish71

Hey,

I have a VNT on my TD5, but most disturbingly, the actuator and lever have "flogged out" in under 20000km. I can repair it...but its an excuse to look for something else.

Has anyone tried the GT2256V from the TDv6?

Hamish

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Hello,
Just reading this thread and I have the same VNT from BAS it would have done about the same km and have the head off. So I inspected the turbo after reading this thread, it has the same problems as yours would have more than 1 mm play on the shaft now.
Ian