i can imagine.... ;)Quote:
Originally Posted by Dougal
hope the new engine & gearbox mounts settle this one out a bit :p
and BTW i just discovered Donaldson's CFM formula is engine HP x 2.5 so a std 4BD1-T comes in at 289 CFM
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i can imagine.... ;)Quote:
Originally Posted by Dougal
hope the new engine & gearbox mounts settle this one out a bit :p
and BTW i just discovered Donaldson's CFM formula is engine HP x 2.5 so a std 4BD1-T comes in at 289 CFM
I don't go over 3000 either - however it is more due to the fact that 4BD1(T)s seem to run out of grunt at the top end. I seem to recall something about the fuel metering being designed to do this???Quote:
Originally Posted by incisor
That formula is dodgy - I would have expected better from donaldson...
It is given as an alternative method.Quote:
Originally Posted by isuzurover
not in their current AustANZ product catalog, they offer no other that i can see...Quote:
Originally Posted by Bush65
That does sound dodgy. Diesels (especially turbo diesels) can draw a huge amount more air than they need.Quote:
Originally Posted by incisor
Still better than a stab in the dark though.
My Donaldson Technical Manual gives the following for a four cycle turbocharged engine-
(engine size (CID) x rpm )
(-----------------------) x 1.6( volumetric efficiency) = Intake Airflow (CFM)
( 3456 )
so a 240 cubic inch 4BD1T by this formula requires a flow of 356cfm.
and the only housing i can find that sort of fits the bill in their current range is an FWG unit G108037 at around $400 ...
plus the bits to get it from 4" to whatever size the turbo inlet is in a 90deg elbow...
need a small lotto win :P
will just get a new Vacvalve for the existing one for the moment... their in my price range at $7 ea :P