Engine / turbo tests few do
#1
Engine / turbo tests few do
I've done all of the following. I'm a geek, what can I say?
Turbine inlet pressure
Exhaust system backpressure
Crankcase blowby pressure
Crankcase blowby flowrate (waiting for ebay flowmeter)
Intercooler pressure drop
Chassis resonance frequency to measure effect of chassis stiffening mods
Air pressure differential across radiator
water temperature drop across radiator
air temperature drop across radiator
Rotor temperature before and after ducting
Datalog chassis vertical g's
Any other good tests?
Turbine inlet pressure
Exhaust system backpressure
Crankcase blowby pressure
Crankcase blowby flowrate (waiting for ebay flowmeter)
Intercooler pressure drop
Chassis resonance frequency to measure effect of chassis stiffening mods
Air pressure differential across radiator
water temperature drop across radiator
air temperature drop across radiator
Rotor temperature before and after ducting
Datalog chassis vertical g's
Any other good tests?
#5
Ah I forgot,
- intake air filter pressure drop testing
Here are my instruments.
0-30" water Magnehelic pressure gauge (crankcase pressure)
0-2" same (aero testing, air filter drop)
2-channel handheld thermocouple reader
for turbine inlet pressure - 1/8" NPT compression fitting -> 1/8" copper tubing -> vac hose
-> cheapie 0-50 psi pressure gauge from the hardware store
for exh backpressure bolt that fits into O2 sensor bung, drilled, compression fitting, copper tubing -> boost gauge
blowby flowrate Dwyer RMC-106
http://www.lehmanscientific.com/p_dwyer.html
3-axis accelerometer and software borrowed from FatCat Motorsports
- intake air filter pressure drop testing
Here are my instruments.
0-30" water Magnehelic pressure gauge (crankcase pressure)
0-2" same (aero testing, air filter drop)
2-channel handheld thermocouple reader
for turbine inlet pressure - 1/8" NPT compression fitting -> 1/8" copper tubing -> vac hose
-> cheapie 0-50 psi pressure gauge from the hardware store
for exh backpressure bolt that fits into O2 sensor bung, drilled, compression fitting, copper tubing -> boost gauge
blowby flowrate Dwyer RMC-106
http://www.lehmanscientific.com/p_dwyer.html
3-axis accelerometer and software borrowed from FatCat Motorsports
#6
That's a good set of data. Have you collected it all somewhere?
I just machined a fitting for a coolant pressure sensor on my in-progress build. That's something you don't hear of very often, but I think it will be better than a float in the expansion tank to detect leaks quickly, and my car doesn't have a float anyway. I'll also have fuel pressure, accurate oil pressure, EGT, compressor wheel speed, and probably more as time goes on. All going into the megasquirt log file.
For my Audi I built a homebrew data logger with embedded flash and wrote a GUI to graph it.
I hate writing GUIs so I am happy that I can use MLV now
I just machined a fitting for a coolant pressure sensor on my in-progress build. That's something you don't hear of very often, but I think it will be better than a float in the expansion tank to detect leaks quickly, and my car doesn't have a float anyway. I'll also have fuel pressure, accurate oil pressure, EGT, compressor wheel speed, and probably more as time goes on. All going into the megasquirt log file.
For my Audi I built a homebrew data logger with embedded flash and wrote a GUI to graph it.
I hate writing GUIs so I am happy that I can use MLV now
#10
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I'd like to see a map of the pressure gradient across the compressor wheel while in operation, and the effect of turbulence generated by the nut holding the wheel onto the shaft on the efficiency of the compressor. Ideally, we should compare nuts of varying designs, including socket-cap nuts which are smooth around their entire circumference.
#11
Yes I measured turbine inlet pressure (TIP).
The GT2554 spikes up to 30 psi above 6000 RPM, with 10 psi boost, on my 2000. Through the midrange it's about 15-20 psi. This is why on the dyno when I turned up the boost I saw no gains at the top end.
With the GT2560 TIP is around 15 psi through the midrange, ramping up to 22 psi (not spiking) (IIRC).
I have notes somewhere...
Exhaust backpressure is ~ 4 psi with a metal cat. 2.5" exhaust. The cat is responsible for about 2 psi. With a hi flow ceramic cat, its drop was 3 psi for a total of about 5.
The GT2554 spikes up to 30 psi above 6000 RPM, with 10 psi boost, on my 2000. Through the midrange it's about 15-20 psi. This is why on the dyno when I turned up the boost I saw no gains at the top end.
With the GT2560 TIP is around 15 psi through the midrange, ramping up to 22 psi (not spiking) (IIRC).
I have notes somewhere...
Exhaust backpressure is ~ 4 psi with a metal cat. 2.5" exhaust. The cat is responsible for about 2 psi. With a hi flow ceramic cat, its drop was 3 psi for a total of about 5.
#12
I also have a bunch of thermocouple amplifiers I built, I may use them to measure the temperature drop across the intercooler. But it might be better to just use a second IAT sensor before the intercooler.
The compressor speed sensor is the one I'm looking forward to seeing most. I think that will be pretty cool, particularly for seeing how ignition timing affects spoolup.
#14
http://www.atpturbo.com/mm5/merchant...egory_Code=BCS
Yowza, $425!
It would be super cool to integrate it with boost control, and the algorithm can detect a boost leak.
Yowza, $425!
It would be super cool to integrate it with boost control, and the algorithm can detect a boost leak.
#15
The sensor and signal conditioning hardware can be ordered without the gauge, which reduces the cost a bit. (I like gauges as much as the next guy, but they attract too much attention, and in this case it's pretty useless anyway.) It requires machining of the compressor housing too.
The boost leak detector algorithm is a great idea, I hadn't thought of that. I'm curious how the wheel speed would improve a boost control algorithm, aside from being a failsafe. Please elaborate...
The boost leak detector algorithm is a great idea, I hadn't thought of that. I'm curious how the wheel speed would improve a boost control algorithm, aside from being a failsafe. Please elaborate...