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.
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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.
Quote:
Originally Posted by xrayxray
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?
OK some have asked for a translation of Tato’s posted link (landroverclub.com.ar :: Ver tema - Intalación Turbo TGV Defender (Por Lucas Nuciari)).
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/img249/9...0675bisse6.jpg
- Note that the pipe is mounted on rubber supports similar to the original Defender air filter. http://img258.imageshack.us/img258/2...0676bisgv7.jpg
- http://img141.imageshack.us/img141/1...0679bismc0.jpg
- http://img205.imageshack.us/img205/5...0680bistm3.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
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 !!
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...
I think this is a good follow-up:
landroverclub.com.ar :: Ver tema - Regulación del Turbo TGV
It just needs a new translation :D
I cheated and ran it through babelfish, it's mostly clear.
Cheers
Simon
Quote:
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/
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/
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/
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/
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
I disturb without the pressure tin
http://images.imagehotel.net/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
In order to make the registry, it is made this way:
http://images.imagehotel.net/i79llohchr.jpg
http://images.imagehotel.net/1yu4qh0q0k.jpg
http://images.imagehotel.net/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
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
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
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/
Mate those UN translators better look out.
[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.
I am about to transplant a TD5 Turbo to my 300Tdi over xmas.
Mick