I looked again and I guess they are not coming up for me. probably a work think, I’ll try again at home. carry on…
edit: they worked when I click the photobucket link… cool stuff.
Are you using computer or tapatalk app ?
computer behind a corp. firewall… but let’s not make this thread about my IT problems, the jeep is far cooler to talk about.
Just get the app, problem solved.
looks good choda. curious to see what results this has when it has a good tune on it, 6.1L right?
any reason he went turbo over supercharger? both the ripp and magnasun kits seem to be pretty nice and quick installs on the hemi’s
I think it was mainly price , he has about 4500 into it, turbo was 1000 alone so not to bad to make easy 500hp
Turbos are cooler. Period.
Money ain’t a thing for people putting any type of boost to a nice dd.
This is dead wrong. Pressure and flow have a direct relationship, while the upstream pressure remains the same, the downstream pressure (that the turbo sees) decreases. If there is no pressure drop across the orifice, then it’s not doing anything.
Just for future reference.
Work looks nice, especially considering the time it took to do.
With this application using a -4 oil feed line.
Put a pressure gauge on the -4 line, it reads 40psi.
Now put the restrictor in the line, it reads 40psi.
Same pressure.
Put the -4 into a jug and start the jeep. Run it for 15 seconds pumping the oil into the jug. It pissed out a lot of oil.
Now put the restrictor in the line and run it for 15 seconds. It didnt piss out as much oil.
Which jug will have more oil in it?
My testing did not specifically measure the amount oil pushed through the turbo between the open -4 vs -4 w the restrictor but I can say that when i was laying under it catching the oil, less oil was draining out of the turbo w the restrictor than a out it and now the turbo doesn’t leak. Precision and the guys using this turbo said its not the psi that causes the leak, it’s the volume of oil being pushed into the turbo and not being let it out which causes the turbo to “flood”.
I agree pressure and flow are related ( more so when dealing w fuel systems ). But in this case w a -4 line and w or w/o a .065 fitting, it cut the flow down. i agree w the people that told me to put a restrictor in the line. Because i seen the amount of oil moving, and it most importantly it worked. This is the greatest part of doing things like this, I love learning.
Wouldn’t the oil pressure be the same at idle and wot respectfully having the restrictor installed or not. If I had time I would put a gauge back there and see what the turbo is actually seeing but I’m guessing its very close to what the pressure sending unit is showing at the block where the feed is tee’d to. Interesting. I understand the relationship between upstream and down stream, blow air through a hose a foot long, and do it w a hose that’s 12 feet Long. Im not changing the length of the oil feed line. i changed the amount of fluid it can flow, right?
Owner is coming back tonight so I can re torque everything, install the check valve and put the 6psi spring in.
If you were to put a pressure gauge right at the turbo’s bearings with the restrictor and without, you would absolutely see a difference.
I think so too but very minimal. Whatcdo u think the pressure difference would be?
Idle the truck shows 40.psi at the pressure sensor at the block.
Owner came by for me to re torque some nuts, install the check valve and put the 7 lb spring in. It still needs 2 t bolt clamps but it runs good. We also need to figure out the valve cover breather pissing oil out of it because of the oil pump. And location of the return along with the oil fill cap. I have an idea just need to do it
---------- Post added at 11:00 PM ---------- Previous post was at 10:57 PM ----------
He also paid for all the parts of mine we used and for the parts I bought along w giving me money for doing it.
:tup: good dude for sure
[quote=“HouseS2K,post:33,topic:230517"”]
took just 2 quick IPhone 5 vids yesterday
[/quote]
This is right across the street from me on Eastland, is this where I see all the bikes all the time??
Yup I live with josh (owner of srt8) and he also has a BMW s1000rr.
In their simplest form, hydraulic systems (which is what you’re dealing with) are VERY similar in nature to electrical systems (excluding fluid effects like non laminar flow and blah blahblah), so think of this like this.
Pressure is voltage
Current is flow rate
Resistance is… well resistance to flow from the turbo bearings or the restrictor
The positive battery terminal is the oil pump.
The negative battery terminal is the sump.
The first resistor is the restrictor. You could determine a fairly linear range for the restrictor. Ex: at 10psi it flows 1 gpm, at 40 psi it flows 4 gpm, so the “resitance” is (40-10)/(4-1)=10psi/gpm
You could do the same for the turbine bearing.
So in order to find the pressure at the turbo bearing you would find the flowrate of the entire system first:
Which is I=V/(R1 + R2)
And then substitute that into the formula for drop across a resistor which is
Vr2 = IR2 = (VR2)/(R1+R2)
Try and think about it like this:
Imagine the lines are totally empty before you have pressure at the pump. You start the pump and you have 40psi at the pump and when the oil reaches the turbo bearings it has 40 psi as well. There is 40 psi at the turbo bearings and whatever oil can squeeze through there at 40psi is the flowrate you will get. Flowrate A
Now imagine the pump creates 40 psi and the instant the pressure hits the restrictor the pressure is 40psi on the oil pump side of the restrictor and 0psi on the turbo side of the restrictor. This will have a flowrate B, which we both agree is less than Flowrate A. Well the pressure on the bearings is still zero until the entire cavity fills with oil, at which point the pressure here begins to rise from zero to a point where flowrate B can squeeze through the bearings. This pressure will be much less than 40psi. Now what happens is that since the oil is seeing MORE restriction total, the flowrate goes down even further to flowrate C. Well this new flowrate means that even LESS oil needs to squeeze through the turbo bearings so the pressure required goes down even more. This ultimately balances out and converges on a flowrate (represented by the equations above).
If that doesn’t make sense I have another analogy. Haha.
Apparently college is useful for internet debates :lol:
I’m not trying to debate, just teach. I always think I’d have been a good teacher.
Someone should write a book about physics and performance/modifying cars
Thanks Newman for posting what was pretty much on my exam last night now my head hurts again lol
wait, you live on eastland? LOL, more people in the neighborhood than I thought…Slaw lives down midland, and I live a little further up off Petan…
flow rate A is not a constant because it pushes past the seal once it reaches the seals threshold.
and how are u getting pressure on one side of the restrictor and not the other? its a restrictor, not a “on/off” valve? Once you put oil to it, it will flow oil out the outlet, just not as much as the inlet is receiving.
I think the last sentence sums up what we both said. The flow rate with the restrictor is less than the flow rate with out the restrictor. which is why i said, i put needed to decrease the amount of oil being pushed into the turbo.
pressure sells cars, but flow wins races. =]