Turbine - Toyota Sera, 1.5 L, 1990
When all the "tuning" was planned, in 2007, the task was set - to make a car for 150-160 forces, normal, "regular" and up to 180 forces with a "boost" for racing, well, about 200 forces in the "limit". To achieve such values ​​for a 5E engine, it is enough to make "tuning" elements from the 4E-FTE engine, from the turbo Starlet. Those. its pistons, manifolds are used, the turbine is assembled for greater performance a "hybrid" from the Starletovskaya ST9A turbine and the TurerV ST12A compressor. In this configuration, it is not a problem to reach 180 forces, and even 200, when modifying the release. It seemed that 200 forces for this light front-wheel drive car is the limit, after which it is generally "unsafe".
But, by the beginning of the second stage, the goal of the project has changed slightly. As they say - appetite comes with eating. It was decided to make a project for 250+ forces, with the subsequent replacement of pistons, of course. Because all already manufactured and planned units are designed for this capacity. Those. about 160-180 forces in the "city" mode is a long-term power that the car can easily endure. And so that about 250 forces, in the "racing" mode, were not hard to reach. At the same time, I still wanted to cross a "hedgehog with a snake", i.e. so that the car is not stressful we operate every day. And before assembling the collector, the question of choosing a turbine remained.
The CT9 / CT12 hybrid was "discarded" as simply unpromising, this is the lot of "easy tuning" 4E-FTE. The "standard" solution for turbocharging 5E engines is the TD04L turbine from Subaru Forester. It is ideal in all respects and produces up to 250 forces. We have used turbines of this type, from analyzes and contract motors. I periodically monitored the proposals for them, unfortunately, I missed one proposal for an impeller with a mileage of only 17 tyk. Then, as usual, I started digging deeper and decided to do a full-fledged turbine calculation for my motor. Garrett catalogs helped me with this, they contain the entire calculation methodology and maps for all compressors of their production.
Compressor maps for turbines of other manufacturers (TD, IHI and KKK) I dug up on the Internet. Some inconvenience is that all manufacturers draw up cards in their usual units of measurement. Someone measures productivity in kilograms / second, someone in pounds / minute, someone in cubic meters / minute. I fill in all the formulas in Excel and start calculating. The required power on the flywheel is ~ 180-200 forces, with the possibility of further forcing up to 250 forces, at least. At the same time, it is necessary that the turbine pulls from the very bottom, because it is not a drag cramps that is being built, but a street mobile, but the area of ​​250 forces was not on the edge of the compressor map. After all, "the pocket does not pull the stock", but increases the reliability.
IHI (Mitsubishi) and KKK turbines were considered only for information, they are not common, but I want a turbo that can be freely purchased, i.e. with a new one or with a common "donor". The TD04L turbo really fits very well, it is a sleeve turbo, which means it runs for a long time. Forester's two-liter engine inflates it quickly, and my one and a half liters promise an arrival of only 3000 rpm. Then I went through the Garrett catalog, as the most accessible, they go to meet people. GT2052 is small even for 200 horsepower on my volume. GT2056 - will spin up quickly, but it is at a higher flow than needed, with my consumption and compression of 2.5, you can go into the stall area. GT2252 - a little too small, i.e. "in the butt". GT2259 - now almost what you need, but again - it is for more flow and less compression,
GT2554R and GT2560R are near-ideal options, with bearings, not bushing! For a dredge, you can rely on it for sure, but for a city car, inflation from below will come later, despite the bearings. For a straight, you want it to fall from the bottom. The GT28 series is already all too big, it will turn out to be quite drago. The GT2560R turbine is generally stock from SR20DET. Here the question arises, what kind of turbines I kept in mind. This is also Garrett, the inscriptions on the cold part are M24 A / R .48. An Internet search gave a little information - the turbine was on CA18DET. It was installed on the Nissan 180SX and the very first Sylvias with a 1.8 engine, then it was used on transversely located engines. But such a turbine is generally absent from Garrett's catalogs!
After analyzing the photos of Garrett's products, the suspicion arises that this is a "hybrid", which was supplied only as an OEM to Nissan. Cartridge and hot end from GT25, with all flanges and bearings. The cold compressor part is similar in appearance and flanges to GT2252, but in size it almost reaches GT2259! At the same time "less" than GT2554R. Here is such a "strange" impeller. Thinking, I christened it something like GT2552R, and as a result of a rough estimate of the parameters, I discovered that it would fit perfectly for my motor.
All information on the calculations and characteristics of Garrett can be
obtained from their website www.turbobygarrett.com/turbobyga ... enter.html
I hope I'm not very tired with a bit of "theory", I don’t post maps and calculations here
In the meantime ... I was looking for TD04L. And then Andrey finds a point where there are Garrett turbines, moreover, in stock, not on order, and at a price "below market". The guys are engaged in turbines, and they have a bunch of used contracts. He goes there and immediately buys a GT2860R for his "cramp", for 38 rubles (other points offer at least 45). The turbines turned out to be made in England, they are transported through Moscow, therefore the price tag is lower, because other suppliers of turbines in our city carry either from Japan or from the States. We go with him again to this "point" and for a long time we sort out used goods, which, of course, do not particularly "shine" because mostly covered in oil, etc. Well, let's see "new"? Come on ...
They open the boxes ... well, of course, pristine devices in polyethylene, sealed and with papers from theirs "OTK". And then I see HER! Wah-wah-wah, what kind of devases, girl, let's get to know your friends, right? Exactly the same impeller, on which I laid eyes on another "point", but here's a new one! However ... the budget is already starting to crackle at all sorts of seams. I take a timeout to "think" and consult. In the meantime, we go to another warehouse where I buy an air conditioner radiator from a Civic, or "something like that." I am consulting with Andrey, how? The answer is a new turbo is a new one, i.e. There are no problems, the "new" engine will not be filled with oil, it is not scary to blow, and the general recommendation is that the new one is certainly better. The toad from the sly informs - for the price of one new one, you can buy 4-5 used ones ... I look carefully into my eyes - Andrey, you understand what is (in your pocket) your "salary"? Answer - I understand, but I will not advise "threshing floor", if you do, then do, but I can wait with the salary.
And having slapped the toad on the thick cesspool, I pull out 35 sput from the stash and go to take the "new"!
By the way - now we ourselves have "mastered" our own supply channel for these turbines, and this turbine at the moment and taking into account all the inflationary and crisis phenomena, will cost the same as a year ago ~ 35 rubles. If anyone needs an assortment from Garrett - contact us.
Update in 2013.
After I stupidly ruined this turbine - I dug in the internet in more detail, a lot of new information appeared.
This turbine TB2527, bushing, was installed on the Nissan Patrol / Safari with a 2.8 diesel engine.
Turbine
- standard wheel TB25 - 52.73 / 41,71
- snail A / R 0.49
- standard flanges T25 and 5 Traction bolt Garrett
Compressor
- wheel even slightly less than 2252 - 39.78 / 51.44
- snail A / R 0.42
- inlet diameter 60mm, outlet 50mm (inner diameter 38mm)
On poltorashke very early fall. It starts blowing from 2000 rpm and by 3000 rpm it reaches a kilogram and above. I did not try to blow above 1.2, and, I'm afraid, she will not cope. After 5500 the moment does not grow any more.
Price tag: 35 000 ₽
Do not understand the question
do you need the compressor part cards or how much can you blow on my config?
on my hardware, you can get a maximum of 2 bar at 5000 and a little more than one and a half at 7000
i.e. a total of 260 forces a snail
Hi, did I understand correctly that your garrett's model is m24?
Maybe there is such a contract in mind? At what point did you take it, give you the coordinates?
Not exactly
M24, this is the name of a series of turbines that Garrett produced on the basis of the GT25 / 28 series as an OEM for Nissan
there in a series of 3 turbines that have the M24 inscription, all with different performance and with different AR. Actually, you can distinguish them externally by AR, which is cast on the cold part.
A / R 0.48 - the smallest - mine, in the "tuning" catalogs it is not, this is only OEM for CA18
A / R 0.60 - in fact, it is GT2860R
A / R 0.70 - in fact, it is GT2876R
Because the turbine is small, an earlier spool was expected from it, but, in general, the difference with the GT2560R in terms of pressure output does not exceed 200 rpm, and potentially the turbine is more efficient.
Those. can be recommended for a polo polka 2560 or 2556 for a street and 2871 for a drag
contract - look in the internet, 2560 is a stock turbo from SR20DET, 2556 is stock at 34 sky (2pcs)
new ones will be needed - contact
you can immediately contact this person (if you need a phone - knock in a personal)
www.starlet-club.ru/forum..viewtopic.php?f=16&t=5449
he and a high-quality collector can make a turbo inexpensively bring Garrett's,
but there is no China, so the price tag is of the order of a kilobax, not 500, only English honevel (Garrett is their trademark)
I looked in your bortovik - you have something different
, the compressor has flanges like 2554, but AR 48
looks like a turbo from CA18, then
you need to look for another inlet flange according to the code, see what is there
I am immensely grateful for this entry, now I will know what kind of turbine I have. He also shoveled half of the Internet in search.
they were produced by different manufacturers, the cards, respectively, are also different. the easiest way to estimate is to look at the compressor maps with the same wheel size and bearing type, but for a specific one - you need to
look at the turboetics
Altezza 3S-GE 4gen
for 1.3 on the link is quite large, I would not take it
here (only on balls, from S14)
www.turbobygarrett.com/tu..rett/turbocharger#GT2560R
I have 1.3 and I am thinking whether to pick up the turbine from the link toli td04l?
and what for 380cc injectors?
380cc, up to a kilo was enough,
I'll put Vems right next to it, there will be 540cc
this turbo, in the subject, I think it will be even better than td04l for the 5e,
and in general in all respects, from ease of installation to performance
Well, it is incorrect to compare with gt28 from Sylvia, Slivovskaya is very sensitive more
Zizo
it will also be, so he wrote about her
Blёvchik has been puffing since 2000, the ballpoint is quickly spinning, this cannot be taken away, the lag is minimal. But positive boost appears only after 3000, at 4000 it reaches half a kilogram and to 5000 per kilogram.
or is it better td04l?
it will also be, so he wrote about her
Blёvchik has been puffing since 2000, the ballpoint is quickly spinning, this cannot be taken away, the lag is minimal. But positive boost appears only after 3000, at 4000 it reaches half a kilogram and to 5000 per kilogram.
then the one that is inflated by the link of norms, you need to watch the condition and take it)
More, I just now have one, only from the 14th, it
swells on balloons from 3000, this, in the subject, from 2000 picked up
Zizo
An incorrect question about what?
Nothing fell on the base 0.7.
If you squeeze to the maximum - 0.9 at the end at 7000, 1.1 in the middle, at 5E
as I understand this turbine more?
krasnoyarsk.baza.drom.ru/...s13-s14-s15-31975212.html
An incorrect question about what?
Nothing fell on the base 0.7.
If you squeeze to the maximum - 0.9 at the end at 7000, 1.1 in the middle, at 5E
in principle - yes, but the power will depend on the flow rate, if you provide the flow, there will be 300 forces
As I understood from the written turbo gt2560 with a crush of 1.5 bar will be able to inflate 300 forces and feel normal?
The turbo
will inflate the air consumption of its engine, and then the question is whether the engine will be able to use all this, turn it into "horses"
Yeah, well, I'll look at the budget, what I can digest, then I'll do it, it won't get any worse from gain) Well, I will definitely lower the SJ, I don't really want to ditch the engine with detonation, because the quality of the fuel, like playing Russian roll, is lucky or not.
Okay, I'll take into account)
yes, under such a boost and the engine somehow it is not necessary to especially strengthen, the compression ratio should only be lowered a little, although people are tuned to 1: 10.5 and a boost of 0.5, but this is very subtle, and
you can do good fuel - put this one, but provide 20-30% more free space around the percent, so that if suddenly it is not enough, then you can put more of something
well, this will be my first tests of turbocharging, before that there was a turbodiesel, I really like the whistle of the turbine, and with the throttle, the blowoff will also be added)) I have not yet determined the forces and pressurization, but I think if you do it 0.5-0.7, civil so to speak))
I liked it, and now I
just like it not for "sports", it turns out excellent street on 1.5 gasoline, the
limit of about 200 forces is very elastic in the entire range of revolutions , if you blow 0.7 and drive 160-170 forces, then it is probably almost eternal will be
the option turned up not expensive to take such a turbine, so I'm thinking whether to take it or not) put either on a nivomotor, or on a priorovsky.
there, for a diesel engine, a turbo is simply needed less, twice
we tried to put my second 2875 on a patrol of a 4-liter diesel engine - he could not inflate it at all, and a petrol 5e 1.5 liter inflated it to 5000
this as for the exhaust energy, from benz it is more
well, and since energy is temperature, then a diesel turbo, in theory, works in a gasoline engine at a temperature higher than calculated, but it works, and well, i.e. the impellers feel great, and they have the same sleeve cartridge
somewhere, of course, this affects the resource, but in this case it is insignificant
but at the same time it was put on gasoline? does it work normally on a gasoline engine?
For measured values ​​- compare with Garrett's catalog on the Natural site.
For codes try here turbointernational.com/#/
I will measure today, which catalog should I look at? There are numbers, but for them I did not find anything at all
There are several options, this does not mean anything unambiguously.
The safest way is to remove the snails and measure the impellers directly, then compare them with the catalog.
It can be said unambiguously only by the number, which is stamped on the steel plate attached to the cartridge.
Good afternoon, tell me, if an M24 A / R 42 is knocked out on the cold part, what kind of turbine is it?
