Great info. Thx.
However, "Fans do little to no work at speed"???
That is hard for me to swallow. For one, combined with their cowls they concentrate the cooling airflow in a way that passive vehicle-motion can't match. Put another way, I would guess that the "concentrated" airflow occurring at 3-fan high is similar to a driving-speed of >70mph.
To precisely measure and record, I set my dog on top of the engine, cranked the fans, and measured the angle of her ear-sweep: yup, exactly 73mph.
But everything else makes theoretical sense.
- Yeah, the rad-cowl is tight and the perimeter is sealed between layers; very little cooling loss.
- Re Oil temps: during these coolant spikes I've been wishing I had an oil temp gauge. However, the OEM turbo was also oil-lubed/cooled (obviously) so I don't see how the Garrett 2560, with the addition of antifreeze cooling, would be causing out-of-spec oil temp spikes.
- Re oil-fouling of intercooler and/or Rad... When the CRD's original turbo started blowing (over 2 years ago) I did thoroughly flow-clean all oil-fouled hoses & Intercooler with Mighty Dawn. This time, I cleaned the hoses but haven't yet pulled the icooler for a flow.
- Thermo: I suppose the uppity unit might be "cool" because I could, presumably, just leave the thermo insert out to confirm constant-flow through rad and observe results. If still spiking the Rad would become the standout suspect.
- Running lean? Hmmm... if anything, rich. It wasn't until three weeks ago that my index finger discovered mild compressor rotational resistance, ergo the turbo has not been spinning at max efficiency for 'some time'. That revelation makes me think that my black-smoke Sierra ascents in February-March were an underboost (w/299 Code) rich-mix issue.
Stupidly ironic, given that Mr. Ozone here installed a cat when converting to 3" exhaust
Anyway, I have been waiting until I successfully stabilize my temp/snorkel-filter-intake/2-battery setup to solicit custom flashes from Los Genios. I did one of the basic flashes to adios the egr code; that flash also seemed to noticeably enhance overall performance (looking forward to others). The chronic 299 came a bit later.
Noteworthy: As the "rebuilt" turbo was dying last week the ECU started throwing a "MAF Circuit High" code. I inspected the cable & connector and cleaned the MAF. During, I realized that I may have had my fabricator orient the MAF 90-off inside the intake. Now, the MAF's plate is parallel, not perp, to airflow through intake tube. Whoops; Beer Engineer demoted (again). Interestingly, I flipped the already-disoriented MAF 180 and adios code.
Today I pulled the turbo, and will ship it out to Dieselsite for proper rebuilding. The Wicked Wheel compressor and Garrett turbine are completely destroyed. Ug-ly!
I'm expecting that the 2560's housing is toast, too; hard to imagine those cartridge components not filing their surrounding surfaces beyond salvage.
The local kid who screwed-up the rebuild said his supplier in Mex City will cough-up a "new genuine Garrett" cartridge at no cost. I will be shipping that to dieselsite next week: it'll be VERY interesting whether Dsite confirms the cartridge's authenticity (same goes for dead one in turbo).
I am going to plead with Garrett and Dsite to cut me some slack on replacement costs. After all, the new turbo (w/wicked mod) started failing in less than 10k miles. Granted, I do drive like a Sicilian Nona (by N. American standards = maniac), while the turbo has also been subject to sporadic coolant spikes.
The kid says he only profited $120 on the rebuild, so that's what I'm expecting him to refund. No way should I be paying for his education. Can't handle the job? Don't take it. Basic.
Money burned? Yeah; neck-deep in ashes.
Aloha
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