Dyno resulsts
02-24-2010, 10:15 AM
#82
Not sure how the w/g location would cause this, but I am willing to listen if there is a logical explenation.
This is how it sits now:
From what I have been reading, it is an "optimal" location.
Last edited by Boosted Performance; 02-24-2010 at 10:17 AM.
02-24-2010, 10:24 AM
#83
I thought the two T-bolt clamps were the problem (not tight). That didn't solve the problem.
Not sure how the w/g location would cause this, but I am willing to listen if there is a logical explenation.
This is how it sits now:
From what I have been reading, it is an "optimal" location.
Not sure how the w/g location would cause this, but I am willing to listen if there is a logical explenation.
This is how it sits now:
From what I have been reading, it is an "optimal" location.
There is still the possibility that even though 3" tubing is big enough for that horsepower, the double 90 degree could be causing some odd turbulance that affects airflow.
02-24-2010, 10:28 AM
#84
Looking at it again I would say that it is in a good position. You shouldn't be seeing the wastegate open up at the pressures you are seeing in the system currently.
There is still the possibility that even though 3" tubing is big enough for that horsepower, the double 90 degree could be causing some odd turbulance that affects airflow.
There is still the possibility that even though 3" tubing is big enough for that horsepower, the double 90 degree could be causing some odd turbulance that affects airflow.
02-24-2010, 11:29 AM
#85
3" intake restrictive at under 400hp? 
A simple test is just run an open intake or put the cone filter right on the inlet and see if it still drops. no sense in fab'ing anything new just yet.
When you used your BC you got steady boost?
Hopefully it all gets sorted before MI35th gets his car going
A simple test is just run an open intake or put the cone filter right on the inlet and see if it still drops. no sense in fab'ing anything new just yet.When you used your BC you got steady boost?
Hopefully it all gets sorted before MI35th gets his car going
Last edited by str8dum1; 02-24-2010 at 11:31 AM.
02-24-2010, 12:09 PM
#86
3" intake restrictive at under 400hp? A simple test is just run an open intake or put the cone filter right on the inlet and see if it still drops. no sense in fab'ing anything new just yet.
When you used your BC you got steady boost?
Hopefully it all gets sorted before MI35th gets his car going
A simple test is just run an open intake or put the cone filter right on the inlet and see if it still drops. no sense in fab'ing anything new just yet.When you used your BC you got steady boost?
Hopefully it all gets sorted before MI35th gets his car going
I will unbolt my rear muffler and go for a spin on Saturday. That will eliminate one thing, then I will play with the intake on the turbo side.
Last edited by Boosted Performance; 02-24-2010 at 12:11 PM.
02-24-2010, 12:47 PM
#87
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Now that I look at your pic there, I noticed the recirculated wastegate. I wonder if a restrictive exhaust could affect the performance of the gate?
I myself have never recirculated on any kit to date so I'm not quite sure but its a thought.
I myself have never recirculated on any kit to date so I'm not quite sure but its a thought.
02-24-2010, 01:03 PM
#88
If that was the case wouldn't the exhaust going through the turbine slow down, in turn slowing the compressor wheel causing boost loss?
I just don't like the way it sounds with an open dump. It's like a bad exhaust leak..
02-24-2010, 01:33 PM
#89
Everything looks good to me in terms of locations. Just process of elimination to find the issue:
1. Try different wastegate (faulty spring?)
2. Try different turbine (I would do this last as it might cover up other issues)
3. Try filter right on turbine intake
4. Try open exhaust
5. Put pressure sensor on compressor outlet and compare to manifold pressure to detect pressure loss along the way (if you have a boost leak or restrictive piping or IC, this will show it).
1. Try different wastegate (faulty spring?)
2. Try different turbine (I would do this last as it might cover up other issues)
3. Try filter right on turbine intake
4. Try open exhaust
5. Put pressure sensor on compressor outlet and compare to manifold pressure to detect pressure loss along the way (if you have a boost leak or restrictive piping or IC, this will show it).
Last edited by rcdash; 02-24-2010 at 01:36 PM.
02-24-2010, 01:35 PM
#90
I just read through this and based one everything I read it seems like the exhaust is really the issue. It's a 3" pipe with a stock style muffler, the exhaust is only as good as its lowest point of airflow.
My friend had a similiar one on his Z to keep the stock look and the power was not coming as it should have. Swapped for a Injen SES and picked up a cleaner power band along with consistent power at less boost. I would think you'd want to look at the exhaust as your first possible issue. It was a turbonetics kit not too mention, but airflow is airflow whichever way you split it. If there's a restrictive point, everything that is airflow based will be effected.
I have seen in numerous cars with piping as tight and turned as yours and in some cases even more so, and power levels and boost pressures never seem to be an issue. Personally I don't think your location is the issue, I would believe it to be in the exhaust.
Have you taken the muffler right off and just tried running it with the 3" pipe open? It may rule it out as a possible issue, or solve one.
My friend had a similiar one on his Z to keep the stock look and the power was not coming as it should have. Swapped for a Injen SES and picked up a cleaner power band along with consistent power at less boost. I would think you'd want to look at the exhaust as your first possible issue. It was a turbonetics kit not too mention, but airflow is airflow whichever way you split it. If there's a restrictive point, everything that is airflow based will be effected.
I have seen in numerous cars with piping as tight and turned as yours and in some cases even more so, and power levels and boost pressures never seem to be an issue. Personally I don't think your location is the issue, I would believe it to be in the exhaust.
Have you taken the muffler right off and just tried running it with the 3" pipe open? It may rule it out as a possible issue, or solve one.
02-24-2010, 02:23 PM
#92
Thanks for all the input guys, really apreciate it.
I will start the process of elimination on Friday at noon. I will put the 6162 turbo back on (new 6265 will be here Friday) and go on from there.
The more I think about it the more I think the OEM style muffler in the back is giving me all these headaches. So I will start there first. If that is not the problem, I will move to the turbo intake piping/filter.
Then, if I still have a problem the new turbo will go on.
The wastegate is Tial and brand new, so I doubt that it is the problem. However, you never know.
I will start the process of elimination on Friday at noon. I will put the 6162 turbo back on (new 6265 will be here Friday) and go on from there.
The more I think about it the more I think the OEM style muffler in the back is giving me all these headaches. So I will start there first. If that is not the problem, I will move to the turbo intake piping/filter.
Then, if I still have a problem the new turbo will go on.
The wastegate is Tial and brand new, so I doubt that it is the problem. However, you never know.
Last edited by Boosted Performance; 02-24-2010 at 02:25 PM.
02-24-2010, 06:27 PM
#94
It not not like you have a 2" exhaust into a tiny canister. Its a 3" turbo back exhaust with a muffler, they most common setup on a single turbo setup across every platform. I would tend to think TIg is more on track than anyone else.
But regardless, if your new turbo is here Friday, I wouldnt even bother messing with it. Bolt up the new turbo and go from there.
Do you still get all your tubing for free from work? You had mentioned that in another thread, so I was just curious as what your job was
But regardless, if your new turbo is here Friday, I wouldnt even bother messing with it. Bolt up the new turbo and go from there.
Do you still get all your tubing for free from work? You had mentioned that in another thread, so I was just curious as what your job was
Last edited by str8dum1; 02-24-2010 at 06:29 PM.
02-24-2010, 07:03 PM
#95
This was APS's correction kit for the wastegate problem, and I don't see how it is different than what I have now:
Again I am not being stubborn here, just trying to understand it.
Well, it should be here Friday. I payed $160 for express shipping.
I work at a government food research facility, and do all kinds of stuff.
Last edited by Boosted Performance; 02-24-2010 at 07:08 PM.
02-24-2010, 07:35 PM
#97
Found some very good info on the Supra forums:
To minimize flow disruption to the primary stream, one of the following ideas will probably work for you.
1) If you have a lot of WG flow, route the WG return such that the flow is in the same direction as the primary exhaust flow. This would be most convenient where the primary stream has a bend. Route the return so the flow is inline with the post-bend exhaust flow, and on the outer edge of the bend.
2) If you have lower WG exhaust flow, route the WG return in a place where the primary exhaust flow is more stagnent or recirculating. This would likely be on the inside edge of a bend in the primary stream. Or immediatly after a bottleneck in the system (hopefully you don't have one of those, and if you do...get rid of it first....).
In either case, the further downstream from the turbine outlet you return the WG, the better it will be for minimizing disruption to the flow through the turbo. Route the WG too close to the turbine outlet and as Andy says....you're likely to have boost control problems.
Now I know what you mean by wastegate routing...ect. It makes perfect sense, I will fix this as well or may just dump to outside to confirm problem.
In other words, if my w/g is dumping at full capacity (that would be 60% of total exhaust gas flow) it would be interfeering with overall flow of the exhaust after the turbo. The pressure past the turbo will be great, causing speed drop/exhaust velcity through the turbine.
To minimize flow disruption to the primary stream, one of the following ideas will probably work for you.
1) If you have a lot of WG flow, route the WG return such that the flow is in the same direction as the primary exhaust flow. This would be most convenient where the primary stream has a bend. Route the return so the flow is inline with the post-bend exhaust flow, and on the outer edge of the bend.
2) If you have lower WG exhaust flow, route the WG return in a place where the primary exhaust flow is more stagnent or recirculating. This would likely be on the inside edge of a bend in the primary stream. Or immediatly after a bottleneck in the system (hopefully you don't have one of those, and if you do...get rid of it first....).
In either case, the further downstream from the turbine outlet you return the WG, the better it will be for minimizing disruption to the flow through the turbo. Route the WG too close to the turbine outlet and as Andy says....you're likely to have boost control problems.
Now I know what you mean by wastegate routing...ect. It makes perfect sense, I will fix this as well or may just dump to outside to confirm problem.
In other words, if my w/g is dumping at full capacity (that would be 60% of total exhaust gas flow) it would be interfeering with overall flow of the exhaust after the turbo. The pressure past the turbo will be great, causing speed drop/exhaust velcity through the turbine.
Last edited by Boosted Performance; 02-24-2010 at 07:48 PM.
02-25-2010, 02:34 AM
#99
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That's a very interesting issue, I hope you can get it figured out. I think the easiest things to try right now is just unbolt the exhaust and then the wg recirculation pipe.
