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Post by Johansson on Aug 13, 2018 23:18:32 GMT -5
Hi Ron Nope , no maps , just lotsa guesstimates , Garrett is the only one with available comp maps As the KTS wheels are made for high PRs the inducer should be transonic , so I "scaled" off the new generation Garrett comp wheels www.turbobygarrett.com/turbobygarrett/turbochargers/gtx5533r-gen-ii , I used the 48Trim comp wheel as a guide , and as we're using diffuser vanes rather than a vaneless diffuser our efficiencies should be better at the top end of the map . The measured inducer tip angle is conducive to high flow/PR work The X846 has a 107 mm inducer vs the TV94s 98 mm so plenty of extra "hole area" to start with , then we're going for ~1,900 ft/sec comp tip speed to give us the higher PR as well as more mass flow Lotsa unknowns until Anders runs his performance testing of the engine at 5:1 PR , if the thrust is ~100 kgs-220 lbs ,then we know we're in the ballpark with my guesstimates. Cheers John I´ll get right to it once the summer ends and I have the new firewood shed built.  |
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Post by racket on Aug 13, 2018 23:48:24 GMT -5
Hi Aaron
Yeh , lotsa wheel options ............a bit of a gold mine for us guys , their billet wheels aren't anymore expensive than some cast OE wheels .
Cheers
John
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Post by racket on Aug 13, 2018 23:50:09 GMT -5
Hi Anders
Wood shed before turbine play , it'll be snowing before long ;-)
Cheers
John
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Post by azwood on Aug 13, 2018 23:53:32 GMT -5
Ill save that site for later when i upgrade mine.i feel your pain i have a wood heater to been cutting wood every weekend. Hi Aaron Yeh , lotsa wheel options ............a bit of a gold mine for us guys , their billet wheels aren't anymore expensive than some cast OE wheels . Cheers John |
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Post by racket on Aug 14, 2018 2:56:40 GMT -5
Hi Aaron The local Oz distributor for KTS is in Melbourne Ben Heywood (A.M.I.A.M.E) www.turbochargers.com.auPROCHARGE AUSTRALIA Leaders In Forced Induction Technology! Factory 2/25 McDougall Road Sunbury Victoria, 3429 Phone: (03) 8015 6103 Email: ben@procharge.com.au Cheers John |
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Post by racket on Sept 14, 2018 19:10:26 GMT -5
Hi Guys Bit of an update on "progress??" A couple of weeks ago I tried to get the engine fired up but only got to a hung start at ~25,000 rpm............again :-( The starter motor was disassembled and the commutator was dial indicatored on the lathe , one segment was sitting a bit higher than the others , maybe a result of the no load dramas I had when the solenoid welded itself together on a previous spoolup attempt , and the starter was screaming its head off whilst I rummaged around for spanners to disconnect the batteries. A quick skim of the commutator soon rounded things off, so hopefully the starter will produce power right through its rev rage and get me the required 30,000+ rpm for a successful spoolup . I've also made up another "larger" diffuser exhaust to help with spoolup , it'll be removed once I know the engine can operate with the "large" jetpipe . A coupla pics  The new diffuser pipe goes from 125 mm dia at the jetpipe out to ~170 mm at the exit, this combined with the more "open" large jetpipe should provide an unobstructed exhaust and hopefully lower temperatures.  Cheers John |
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Post by azwood on Sept 16, 2018 1:16:51 GMT -5
Nice work hope it gets a successful spool up now fingers crossed.
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Post by racket on Sept 20, 2018 0:16:25 GMT -5
Hi Guys Finally finished the "tin work" on the freepower , just a bit of plumbing of air/lube to go and I can assemble the bits . I added a thin sheet muff around the shaft tube to reduce heat transfer.   LOL...........the more I do on this the less happy I am about the outcome :-( Cheers John |
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Post by turboron on Sept 20, 2018 6:28:25 GMT -5
John, please explain your outcome concerns.
Thanks, Ron
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Post by racket on Sept 20, 2018 17:26:19 GMT -5
Hi Ron
Its too complicated , too many gears , too many bearings , too large/heavy overall.
Theres too much overhang on the input shaft bearing as the casing "snout" is too short .
Getting gases exhausted cleanly and with good diffusion is as important as getting the gases into the stage , and with the current setup the "exhaust" isn't very good it needs to be axially longer but that short snout limits things.
I've ordered a couple of spur gears , an 11 tooth pinion shaft assembly in 2.5 Module and a 48 tooth gear to match up with it , and I'll try and make up a simple gearbox with sealed bearings , life expectancy need only be a few hours not tens of thousands as with this industrial gearboxes I'm currently using.
The design will be similar to my first bike's freepower with a simple sheet scroll feeding gases to the axial wheel and exhaust "away" from the gearbox to allow a clearer exit .
Cheers
John
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Post by azwood on Sept 20, 2018 17:33:29 GMT -5
Hi Ron Its too complicated , too many gears , too many bearings , too large/heavy overall. Theres too much overhang on the input shaft bearing as the casing "snout" is too short . Getting gases exhausted cleanly and with good diffusion is as important as getting the gases into the stage , and with the current setup the "exhaust" isn't very good it needs to be axially longer but that short snout limits things. I've ordered a couple of spur gears , an 11 tooth pinion shaft assembly in 2.5 Module and a 48 tooth gear to match up with it , and I'll try and make up a simple gearbox with sealed bearings , life expectancy need only be a few hours not tens of thousands as with this industrial gearboxes I'm currently using. The design will be similar to my first bike's freepower with a simple sheet scroll feeding gases to the axial wheel and exhaust "away" from the gearbox to allow a clearer exit . Cheers John Its always annoying when you put so much work into something and it doesn't turn out how you invision it.hope you can still use everything but the gearbox. |
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Post by racket on Sept 20, 2018 17:41:03 GMT -5
LOL..........it generally happens when trying to modify something to do the job rather than making it from scratch , but if you never try , you never succeed , theres been lotsa failures over the years, but also some successes , so can't complain, at least I learn what not to do :-)
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Chuks
Senior Member
Joined: August 2015
Posts: 498 
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Post by Chuks on Sept 21, 2018 7:50:22 GMT -5
LOL..........it generally happens when trying to modify something to do the job rather than making it from scratch , but if you never try , you never succeed , theres been lotsa failures over the years, but also some successes , so can't complain, at least I learn what not to do :-) Hi John, Also that way you will know what to tell us not to try. Honesty am not looking at gears until am able to build a good gas producer. Wish you success with this puzzle. |
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Post by racket on Sept 25, 2018 20:33:15 GMT -5
Hi Guys
Just back from taking the engine out for a test run..............successfully started this time on the first attempt .
Took her up to ~28 psi P2 - 2.9 PR , this is the highest so far , but temps were getting a tad hot at 843 and 910 C in the jetpipe , temp rise in compressor was 129 C degrees so a reasonable 80.8% effic at the 20C ambient .
The fuel pump was at its limits with the PWM on max with 24 volts going through the pump at a calculated flow of ~2800 ml/min at ~67 psi , so ~40 psi pressure drop across the injectors.
I can now remove the diffuser exhaust for the next test , theres still a problem after a 2.5 PR , temps jump badly from 661/730 C up to 843/910 C with only a 6 psi P2 rise.
Thankfully the start was uneventful and I now have some "settings" for the next test , she accelerated up to a healthy 11 psi P2 with the fuel setting I gave her , so this can be cut back a tad if I want to , though I'd prefer a positive idle even if a bit high than a hung start .
Currently digesting the numbers and comparing with the last run which had the "tight" jetpipe.
Did nearly a 5 minute run , not much fuel left in the 10 liter tank .
Cheers
John
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Post by Johansson on Sept 25, 2018 23:28:06 GMT -5
Hi Guys Just back from taking the engine out for a test run..............successfully started this time on the first attempt . Took her up to ~28 psi P2 - 2.9 PR , this is the highest so far , but temps were getting a tad hot at 843 and 910 C in the jetpipe , temp rise in compressor was 129 C degrees so a reasonable 80.8% effic at the 20C ambient . The fuel pump was at its limits with the PWM on max with 24 volts going through the pump at a calculated flow of ~2800 ml/min at ~67 psi , so ~40 psi pressure drop across the injectors. I can now remove the diffuser exhaust for the next test , theres still a problem after a 2.5 PR , temps jump badly from 661/730 C up to 843/910 C with only a 6 psi P2 rise. Thankfully the start was uneventful and I now have some "settings" for the next test , she accelerated up to a healthy 11 psi P2 with the fuel setting I gave her , so this can be cut back a tad if I want to , though I'd prefer a positive idle even if a bit high than a hung start . Currently digesting the numbers and comparing with the last run which had the "tight" jetpipe. Did nearly a 5 minute run , not much fuel left in the 10 liter tank . Cheers John Great news John, congratulations! |
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