The Development Process

…always ongoing

The development of this kit follows on from previous work done on the Gen1 Kit from 2011. The main focus of the Gen2 was to address shortcomings of the Gen1 kit.

These are:

  • Even though the turbo is the same as the Gen2 (Garrett 704361), the Gen1 kit required the turbo to be disassembled, re-drilled and reassembled in a different phasing pattern to accomodate the Gen1 manifold. This negated the turbo warranty and made replacing the turbo a complicated problem of customisation.
  • The appearance needed to be as close to original as possible 
  • The manifold needed to outlive other engine components.
  • The manufacturing process needed to be automated and precise machining was important.
  • The supporting components needed to be of premium quality to match or exceed the original components.

Parameters Measured

 

Parameters Measured


EGT (Exhaust Gas Temperature)

This will tell me what the (heat) load is on the engine and gives an idea of the level of fuelling provided.

Inlet Manifold Pressure (IMP) aka BOOST

The pressure of the air tells me how much (extra) air is being forced into the engine.

Exhaust Manifold Pressure (EMP)

This tells me the restriction imposed on the engine as the engine tries to force the exhaust gas through the turbo (to create boost)

Engine Scavence Ratio
((EMP/IMP)-1) x 100 The ratio of your exhaust gas pressure to your inlet pressure indicates the effeciency of your system. This ratio changes as a function of vane position in the mechanically operated VNT system.
At full boost situation, we achieve a 1:1 Ratio, sometimes touching on 1:1.1

We have plans to build an electronic vane controller which will improve effeciency even more.

Boosted Air Temperature (BAT)
When air is compressed by the turbocharger compressor, it increases in temperature, this increace is why you need a charge air cooler. Higher boost makes hotter air, so you have decreasing returns the higher the boost.

Manifold Air Temperature (MAT)
Via a switch, I select pre-intercooler temperature (BAT) or post intercooler air temperature (MAT). This gives me an idea of the efficiency of the intercooler and water-methanol injection systems.

Air-Fuel Ratio (AFR)

The AFR is a measure of the ratio of air and fuel. Knowing what the AFR is means you can know if more fuel can be added, what the smoke/emissions level is and that your EGT is likely to be.

Inlet Air Vacuum (IAV)
This measured the vacuum just after the air filter before the turbo inlet – gives me an idea of the efficiency of the air filter, snorkel and demand for air from the engine.

 

Equipment Used

Equipment Used

I have two EMS3 units and 1 LOG-1 Datalogger fitted to record all values, additionaly there is a Depo Racing Wideband AFR gauge.

EMS3 Unit #1

  • BAT with changeover switch to measure pre and post intercooler temperature using the EGT inpit of the EMS unit.
  • FUEL – Not relevant to the development but replaces the original fuel guage.
  • AFR – Records the AFR values with the sensor fitted in the exhaust next to the engine sump
  • IAV – Air filter restriction using a 100 mBar vacuum sensor

EMS Unit#2

  • EGT
  • RPM and Battery Voltage
  • Coolant Temperature
  • Oil Temperature (Transfer box)
  • Oil Pressure
  • IMP – Inlet manifold Pressure (BOOST)

We’re enbarking on a set of Dyno runs to establish a stand vehicle baseline power curve and will then change in 3 different turbos, different timing, different fuelling and finally add the boost ring and 2.8 injecotrs into the mix…watch this space.