K1100 turbo startup -> first test drive (video)
Turbo Mini Forums

std 998 A+, g295, MD266, RHF4, 109hp @0.8bar/5400rpm

Did you drive with a VNT already?
Do the vanes survive for some time on petrol engines? (Except the Porsche stuff)

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

What kind of IAT's are you getting at full boost and off boost?

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1/4mile in 13.2sec @ 111 terminal on 15psi

std 998 A+, g295, MD266, RHF4, 109hp @0.8bar/5400rpm

I have heard that porsche did the first petrol VNT turbo engine - of course they have to produce a motor that stays for 200 000km alive - I don't worry about the turbine wheels (at the moment I am also running a Diesel turbine) - I am worried about sticking of the vanes because of the higher petrol EGT (about 200°C more than a diesel) I guess clearances should be higher on a petrol VNT because of a higher Delta T. (-40°C in Dnjepopetrovsk to 950°C on full boost motorway in Germany
But if a Diesel VNT would live in my Mini for about 10 000 miles I will use it....its a longer life than my gearboy anyway

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

I think we can not use stock car numbers for modified cars. Porsche tend to be conservative with still well controlled machining margins.
There is a lot of clearance in the nozzle assembly (I saw VNT15 and VNT22), it actually looks very imprecise, which is probably only an impression.
The few serious posts I've read on the web were essentially discussing the difficulty to control (to use them efficiently) and the need for an external wastegate. Diesel turbine will spin quicker with hotter petrol EGT, the compressor is for at least 1.9TD (if you look for descent power output). So it's badly sized for a petrol engine of equivalent displacement.

std 998 A+, g295, MD266, RHF4, 109hp @0.8bar/5400rpm

This VNT topic starts my interest.....I will also look for some more information - we should share our findings....

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

Just found that:
http://www.gtr.co.uk/forum/upload/90348-hk...-prototype.html

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

This is one of discussions I found. Interesting.
I don't agree with everything, especially about vast backpressure. I think however that VNT is a good thing to replace superchargers. I agree the nozzles are a restriction for peak power.
I also agree the nozzle + wastegate management are difficult to program, I've spent 2 weeks searching how to control nozzles for cheap.
VNT are also much bigger in size than GT versions.
I used VNT because I wanted low boost on an asthmatic std engine. It's likely a VNT17 would work well on a 1000 up to say 150hp and give good torque at 2500 rpm. But to go further it's probably better to go to a twin-turbo solution.

std 998 A+, g295, MD266, RHF4, 109hp @0.8bar/5400rpm

I aslo found it interesting that someone has made this (bad) experience with VNT and is sharing it so directly....
When doing this motorcycle project with a friend I was very impressed about the performance of the GTR ball bearing turbochargers...maybe this is the way to go for us boost junkies..

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

ill give it ago on a 5 port, if its dire ill lop the flanges off the manifold and put a gt17 on there.

Another 50miles driven today - external wastegate now keeps boost at about 0,5bar perfectly - also made my fuel map a lot better with the MS VE Analyzer tool - engine starts to pull strong at about 4000rpm...(sorry, still don't know how to post pictures...)

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

http://www.turbominis.co.uk/photo/610/
http://www.turbominis.co.uk/photo/611/

Hope this works....

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

I had to go down the same route with the external wastegate. What did you do with the internal wastgate?

Team Racing

I just kept the original setup with max preloaded spring to keep the internal gate shut.....was the fastest and easiest way to do for me.

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

I hope I don't have to go down this route..ive had enough of making things for the time being!

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1/4mile in 13.2sec @ 111 terminal on 15psi

Team Racing

Matty, I hope you have some few feet of pipes left...

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

Yeah Ive got a bit left! :)

What were the problems you were having? I know you say its 'boost creep' but when does this happen and is it at all loads and RPMs that it starts to creep up?

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1/4mile in 13.2sec @ 111 terminal on 15psi

Boost creep happens when the wastegate is too small - so not enough of the exhaust gases can be bypassed -so more than wanted exh. gas flows over the turbine, which speeds the turbo up and creates more boost.

You have this problem on full throttle because then you have the maximum amount of exhaust gases....

Matty, are you running a Diesel turbine housing? They usually have small wastegate ports...

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

Ah I thought that was the case.

Im running the Gt1752 turbo on mine. Do you know what size your wastegate is?

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1/4mile in 13.2sec @ 111 terminal on 15psi

Port is 18mm
Flap is 23mm

...way too small!

Bimmer Twinky headed and turboed A-Series:
http://www.minifreunde.at/harry/projects.htm

Haven't measured my port or anything but already showing signs of boost creep!!

Looks like external wastegate for me too.

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1/4mile in 13.2sec @ 111 terminal on 15psi

back in the workshop matty

Its going to have to wait for now mate. Lol

I'll probably just disconnect the boost gauge for the time being!

Edited by matty on 30th Jun, 2008.

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1/4mile in 13.2sec @ 111 terminal on 15psi