compound turbo set up

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Originally Posted by c.h.i.e.f

I'm looking at moving the front shock position to gain room under the bonnet in the 110 the only concern I have is in hard use whilst using a shock tower that allows the shock to run outside the spring such as terrifirma ones is the leverage it would place on the spring perch and eventually cause metal fatigue...however i have I may be over thinking the situation?

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Those are perfectly valid concerns. I have exactly the same concerns with most aftermarket towers and mounts.

I have never seen one but what about a remote shock setup.

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Originally Posted by Bush65

...Usually you size the compressors so the operating pressure ratio of each compressor more or less equally contribute to the overall pressure ratio (need compressor maps for both to determine what this will be). If required overall pressure ratio is to be say 4, then PR for each can be 4/2 = 2 (PR1 X PR2 = overall PR). ...

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I didn't have my brain engaged when I wrote the above :eek: I realised after but have not had time to fix my mistake.

Instead of dividing the overall PR by 2, I should have said to determine the square root of of the overall PR. I chose 4 for o/all PR in my example for this very reason (sqroot 4 = 2) and then stuffed it up :mad:

Quote:

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Originally Posted by c.h.i.e.f

I'm looking at moving the front shock position to gain room under the bonnet in the 110 the only concern I have is in hard use whilst using a shock tower that allows the shock to run outside the spring such as terrifirma ones is the leverage it would place on the spring perch and eventually cause metal fatigue...however i have I may be over thinking the situation?

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From memory, the rangie EAS shockie towers use the chassis mount holes for the steering box.

A tower that uses both the steering box mounting holes and those in top of the spring perch would be better IMHO.

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Originally Posted by 123rover50

I have never seen one but what about a remote shock setup.

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Using rods for activation like a F1 car?

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Originally Posted by Bush65

I didn't have my brain engaged when I wrote the above :eek: I realised after but have not had time to fix my mistake.

Instead of dividing the overall PR by 2, I should have said to determine the square root of of the overall PR. I chose 4 for o/all PR in my example for this very reason (sqroot 4 = 2) and then stuffed it up :mad:

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Thanks mate
No fancy maths here I'm afraid.
It was drive vehicle take notes on Garrett ( HP ) turbo
Install Schwitzer ( LP) turbo, drive and take notes
Bit of a light bulb moment, maybe this will go with that????
Will be finished on the weekend so will let you k ow. I wish the LP turbo had a waste gate, but might run a blow off valve if need be.

Justin

How is progress?
I know quite well the feeling of work impacting on your personal projects.:D

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Originally Posted by Dougal

How is progress?
I know quite well the feeling of work impacting on your personal projects.:D

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All fitted with cold side fully piped. Oil and drain lines will be done tonight. Just need to re manufacture the waste gate actuator bracket and LP turbo support bracket. Possibly finish exhaust tomorrow and give it a run!!!!!!

Justin

Just a little OT here, have a You tube search for '2JZ compound turbo' and there are some impressive builds. That little engine is a giant killer:cool:


Can't wait to see your results J :D.

Good work.

The other J

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Originally Posted by DRanged

All fitted with cold side fully piped. Oil and drain lines will be done tonight. Just need to re manufacture the waste gate actuator bracket and LP turbo support bracket. Possibly finish exhaust tomorrow and give it a run!!!!!!

Justin

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Excellent.
Can I suggest plumbing the small turbo wastegate up to the larger turbo compressor?
This means the little turbo will start to limit it's boost when the big turbo starts producing boost. There will be a bit of juggling to get the right wastegate setting.