LOST JEEPS :: View topic - Anyone Upgrade their Turbo?

Someone who lives out in PA should take their CRD to Pittsburgh Power and have them take a look at what could be done. These guys are down right serious experts at cranking big diesels to 700-800 HP. They are well respected in the trucking industry and no one can dispute their research and modifications. Everything from polishing intake and exhaust manifolds, ECM reprogramming, crankshaft balancers, ceramic pistons, and larger turbos. Just take a look at their website.....

http://www.dieselinjection.net/frames.html

Some of the articles by Bruce are interesting. Something that we can all do that seems to improve performance in diesels is to heat blanket the turbo and also the exhaust piping, at least back to the Cat. Keeping the exhaust gasses hot also keeps them flowing better. This was found out by hot rod racers back years ago. Pittsburch Power offers turbo blanket wraps and thermo wrap for the exhaust on large diesels. Could be an option for us as well at not much cost.

Just a thought......

Cowpie1 wrote:

should have mentioned this a year ago... i was living there... if they want a test vehicle i think my little bro would be in, he is still in that area

Many of the big turbos have builtin tachometers which are monitored by the ECM and can even be tapped into for a readout gauge in the cab. I am not aware of any way to monitor spinner rpm short of an optical pickup mounted in front of the compressor blades.

EGT probe pre-turbine (between engine and turbo) doesn't matter where, manifold or snail, temp variance will be nil

Idle - 250~350* depending on coolant temp and load, incl air cond - chill morns I've seen 195* idle

30-45mph - 400~500* depending on engine load

45-65mph - 500-950* depending on engine load

Towing, etc - 650~1150* depending on engine load - I limit max EGT to below 1200*, self-imposed, where I reduce loading (ease off on the loud pedal) to reduce BTU thru-put

RAT, etc - same 1200* upper limit, Dodge, Jeep, or GMC, my own limit to protect my investment(s)

EGT probe post-turbine (in the downpipe\similar) readings will be minimum ~300* lower than actual EGT when loaded - further you get from the turbine, the lower the guage readings

No need for thermal-wrapping in this close-coupled, small-turbo system where minimal surface area prevents radiated EGT losses

yrmvc

Rapid Acceleration Testing: |||||||||)))))))))))>>>>>>>>>>>>>>>>>>>>>

EGT probe tip should be inserted to 1/2 cross-sectional area to tap center-flow of gasses - actual probe sensor is in the tip - EGT's can and do spike much higher than steady load temps, depending on instantaneous accel pedal input

Author:	NJCRD [ Thu May 21, 2009 3:25 pm ]
Post subject:	Anyone Upgrade their Turbo?
Has anyone upgraded their turbo to something bigger? If so, what brand? Please post part number. Thanks!

Author:	nursecosmo [ Thu May 21, 2009 3:51 pm ]
Post subject:
Why would they?

Author:	CRDMiller [ Thu May 21, 2009 4:44 pm ]
Post subject:
Because apparently 20 psi of boost is significantly over revving the turbo, and is way outside of it's efficiency range.

Author:	GoodCRD [ Thu May 21, 2009 8:56 pm ]
Post subject:
Your turbo is fine. You should not be thinking just boost pressure. You should be thinking CFM and how much pressure can your hoses take before being damaged. Plus you might need to change your injectors and reprogram to get more fuel into the cylinders. If you really want to improve your engine add a mechanical blower for better bottom end performance. Turbos help top end and blowers help the bottom. If you increase the bottom end on this unit. Just hold on and be ready to replace your head gasket every 80k. Also you will need to upgrade your rear diff to handle all the low speed torque.

Author:	CRD Joe [ Thu May 21, 2009 8:57 pm ]
Post subject:
I cant believe that nobody (Kerma anyone) makes performance injectors for this engine.....

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Author:	MrMopar64 [ Fri May 22, 2009 1:31 am ]
Post subject:
The injection system on this engine can support much more power and deliver much more fuel than it is from the factory. The key to making more power is much more than just injecting more fuel, it's about managing the whole combustion process more effectively to achieve maximum efficiency. I will agree that the turbo on this engine could be much better, but not much can be done about that at the present.

Author:	nursecosmo [ Fri May 22, 2009 1:43 am ]
Post subject:
I can't imagine that the existing turbo/injector combo can not produce more than enough juice to blow our head gasket to kingdom come.

Author:	Cowpie1 [ Fri May 29, 2009 9:17 pm ]
Post subject:
Someone who lives out in PA should take their CRD to Pittsburgh Power and have them take a look at what could be done. These guys are down right serious experts at cranking big diesels to 700-800 HP. They are well respected in the trucking industry and no one can dispute their research and modifications. Everything from polishing intake and exhaust manifolds, ECM reprogramming, crankshaft balancers, ceramic pistons, and larger turbos. Just take a look at their website..... http://www.dieselinjection.net/frames.html Some of the articles by Bruce are interesting. Something that we can all do that seems to improve performance in diesels is to heat blanket the turbo and also the exhaust piping, at least back to the Cat. Keeping the exhaust gasses hot also keeps them flowing better. This was found out by hot rod racers back years ago. Pittsburch Power offers turbo blanket wraps and thermo wrap for the exhaust on large diesels. Could be an option for us as well at not much cost. Just a thought......

Author:	05infernoCRDL [ Sat May 30, 2009 3:37 am ]
Post subject:
Cowpie1 wrote: Someone who lives out in PA should take their CRD to Pittsburgh Power and have them take a look at what could be done. These guys are down right serious experts at cranking big diesels to 700-800 HP. They are well respected in the trucking industry and no one can dispute their research and modifications. Everything from polishing intake and exhaust manifolds, ECM reprogramming, crankshaft balancers, ceramic pistons, and larger turbos. Just take a look at their website..... http://www.dieselinjection.net/frames.html Some of the articles by Bruce are interesting. Something that we can all do that seems to improve performance in diesels is to heat blanket the turbo and also the exhaust piping, at least back to the Cat. Keeping the exhaust gasses hot also keeps them flowing better. This was found out by hot rod racers back years ago. Pittsburch Power offers turbo blanket wraps and thermo wrap for the exhaust on large diesels. Could be an option for us as well at not much cost. Just a thought...... should have mentioned this a year ago... i was living there... if they want a test vehicle i think my little bro would be in, he is still in that area

Author:	jinstall [ Sat May 30, 2009 8:55 am ]
Post subject:
Pit is not too far from here and I MIGHT be able to work something.

Author:	Cowpie1 [ Mon Jun 01, 2009 10:59 am ]
Post subject:
05infernoCRDL wrote: Cowpie1 wrote: Someone who lives out in PA should take their CRD to Pittsburgh Power and have them take a look at what could be done. These guys are down right serious experts at cranking big diesels to 700-800 HP. They are well respected in the trucking industry and no one can dispute their research and modifications. Everything from polishing intake and exhaust manifolds, ECM reprogramming, crankshaft balancers, ceramic pistons, and larger turbos. Just take a look at their website..... http://www.dieselinjection.net/frames.html Some of the articles by Bruce are interesting. Something that we can all do that seems to improve performance in diesels is to heat blanket the turbo and also the exhaust piping, at least back to the Cat. Keeping the exhaust gasses hot also keeps them flowing better. This was found out by hot rod racers back years ago. Pittsburch Power offers turbo blanket wraps and thermo wrap for the exhaust on large diesels. Could be an option for us as well at not much cost. Just a thought...... should have mentioned this a year ago... i was living there... if they want a test vehicle i think my little bro would be in, he is still in that area Darn it, I do apologize. Even I get a brain cramp once in a while. I had only looked at PP regarding my semi diesel and only recently started looking at how some of the things might be applicable to our CRD's. But, if anyone can approach the problem and find a better way, it would be Bruce and the crew at PP. I would trust them far and away more than just about anyone else when it comes to high performance diesels. Not to say that there aren't good techs out here, but these guys are the definitive experts in the field.

Author:	gmctd [ Mon Jun 01, 2009 12:09 pm ]
Post subject:
Size matters............

Author:	geordi [ Tue Jun 02, 2009 1:08 am ]
Post subject:
Is there any way to detect or monitor the actual rotational speed of the turbocharger? I have now installed a boost gauge and an EGT gauge in the inlet of the turbo on my CRD, but I have no idea what the "correct" temp should be. I also have no idea how having these gauges would have prevented the turbo shaft snapping on me back in February. Thoughts? I'm FINALLY going to be getting my CRD back in a few days, so I want to know how to prevent this from EVER happening again.

Author:	nursecosmo [ Tue Jun 02, 2009 1:30 am ]
Post subject:
Many of the big turbos have builtin tachometers which are monitored by the ECM and can even be tapped into for a readout gauge in the cab. I am not aware of any way to monitor spinner rpm short of an optical pickup mounted in front of the compressor blades.

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Author:	gmctd [ Tue Jun 02, 2009 9:50 am ]
Post subject:
EGT probe pre-turbine (between engine and turbo) doesn't matter where, manifold or snail, temp variance will be nil Idle - 250~350* depending on coolant temp and load, incl air cond - chill morns I've seen 195* idle 30-45mph - 400~500* depending on engine load 45-65mph - 500-950* depending on engine load Towing, etc - 650~1150* depending on engine load - I limit max EGT to below 1200, self-imposed, where I reduce loading (ease off on the loud pedal) to reduce BTU thru-put RAT, etc - same 1200 upper limit, Dodge, Jeep, or GMC, my own limit to protect my investment(s) EGT probe post-turbine (in the downpipe\similar) readings will be minimum ~300* lower than actual EGT when loaded - further you get from the turbine, the lower the guage readings No need for thermal-wrapping in this close-coupled, small-turbo system where minimal surface area prevents radiated EGT losses yrmvc

Author:	geordi [ Tue Jun 02, 2009 12:28 pm ]
Post subject:
GMCTD: Thanks for the ranges... RAT? Whats that mean? Now I'm trying to remember from the extremely brief test run before the engine came apart, but I seem to recall that the EGT was up in the 1200+ range when I was accelerating. Does it spike like that, or did I installt he probe wrong? I think I had it completely crossing the snail inlet, but not touching the other side.

Author:	gmctd [ Tue Jun 02, 2009 5:45 pm ]
Post subject:
Rapid Acceleration Testing: \|\|\|\|\|\|\|\|\|)))))))))))>>>>>>>>>>>>>>>>>>>>> EGT probe tip should be inserted to 1/2 cross-sectional area to tap center-flow of gasses - actual probe sensor is in the tip - EGT's can and do spike much higher than steady load temps, depending on instantaneous accel pedal input

Author:	warp2diesel [ Tue Jun 02, 2009 6:49 pm ]
Post subject:	Bigger Turbos turn slower than small turbos
nursecosmo wrote: Many of the big turbos have builtin tachometers which are monitored by the ECM and can even be tapped into for a readout gauge in the cab. I am not aware of any way to monitor spinner rpm short of an optical pickup mounted in front of the compressor blades. Just a little pesky Law of Physics. As a general rule the circumference of the turbine times the RPM has to be lower than the speed of sound unless you have some very exotic engineering skills. Break the sound barrier and all I can say is, good luck what you hear may not just be a sonic boom.

Author:	05infernoCRDL [ Tue Jun 02, 2009 6:51 pm ]
Post subject:
gmctd wrote: EGT probe pre-turbine (between engine and turbo) doesn't matter where, manifold or snail, temp variance will be nil Idle - 250~350* depending on coolant temp and load, incl air cond - chill morns I've seen 195* idle 30-45mph - 400~500* depending on engine load 45-65mph - 500-950* depending on engine load Towing, etc - 650~1150* depending on engine load - I limit max EGT to below 1200, self-imposed, where I reduce loading (ease off on the loud pedal) to reduce BTU thru-put RAT, etc - same 1200 upper limit, Dodge, Jeep, or GMC, my own limit to protect my investment(s) EGT probe post-turbine (in the downpipe\similar) readings will be minimum ~300* lower than actual EGT when loaded - further you get from the turbine, the lower the guage readings No need for thermal-wrapping in this close-coupled, small-turbo system where minimal surface area prevents radiated EGT losses yrmvc last i remember my EGT's were 900 at the highest towing about 500 cruising at 70 mph here in denver... my placement is front engine side bolt on the turbo heat shield... wonder if my probe isn't probing enough

Author:	ATXKJ [ Tue Jun 02, 2009 9:15 pm ]
Post subject:
gmctd wrote: Rapid Acceleration Testing: \|\|\|\|\|\|\|\|\|)))))))))))>>>>>>>>>>>>>>>>>>>>> EGT probe tip should be inserted to 1/2 cross-sectional area to tap center-flow of gasses - actual probe sensor is in the tip - EGT's can and do spike much higher than steady load temps, depending on instantaneous accel pedal input Did you ever flip the Edge to 2 - after you had the Inmotion?