The turbo is a GTA4594BN designed for a Volvo D12C 12.1L engine rated at 465hp. I can not find a compressor map for this particular unit and any help there would be greatly appreciated.
The specs are:
Compressor Inducer Bore 67.5ish (my calipers won't fit in there and my inside mics are too big.)
Compressor wheel Exducer is 94mm (this is the major OD of the comp wheel)
Compressor A/R .66
I really like the scroll of this unit on the turbine, it looks to be much easier to work with on mounting especially getting access to the foot bolts.
I am going to give it a shot with the 1.19 ex housing. This is based on the excellent luck I have had with the hybrid turbo. I think the hybrid may be looser on the turbine A/R just looking at it.
In case this makes a difference, the comp wheel trim is 51.5 and the turbine wheel trim is 88 (if I did my math correctly.)
I was not aware of such an aggressive trim on the larger wheels. How will the 67.5mm X 94mm (51.5) effect the airflow characteristics? Wll it help on the low end a little?
Since there is much to down load, select the 4294 map, and the 4508 map. Overlay them, and the 4594 map would lay somewhere in between. Not exact at all, but would give a ball park.
Also, you could call garrett and ask them for a map for a PN# 712922-0011.
This comp inlet has antisurge porting outside the wheel just as the hybrid does, there is an aluminum ring fit into the major ID that almost blocks the antisurge ports (there is a small space for air to enter or exit porting). Is this a simple "silencer" ring or something to lower noise only? Should this be removed for more airflow or left in place for better performance?
Just to clarify Inducer/Exducer in terms. There has been some confusion in the past when this was discussed and I was misinformed as were alot of the other explanations.
The inducer of the comp housing everyone has down, the exducer is the point where the air exits the wheel (major whl dia.)
The inducer of the turbine wheel is opposite (the major whl dia.) and the exducer is then the smallest part of the wheel (where the air exits)
Starting on the layout today. Got a whole lot of parts to order.
This one did not come with a turbine outlet flange or gasket.
Here is a list for anyone who wants to do this...
1. Turbine outlet flange (for downpipe) 304 SS $75
2. V-Band clamp for above $30
3. Two 2.5'' OD 304SS braided interlocking flex couplings $40 ea.
4. Two 2.5'' OD 304SS v-band kits (this includes flanges to weld on) $150
5. Set of fatory up pipes to use the bottom connection. (unless you can flare)
6. Two 3'' 304SS sch20 90* bends (unless you have a BIG bender)
7. One 3'' ID 304SS braided interlocking 18'' long (I use this between in the downpipe to keep shock loads and vibration off the housing)
8. 24'' of 3'' sch20 304SS pipe
9. 24x10 5/8'' flat bar (for the pedistal and mount flange)
10. Oil supply and drain flanges, and piping/hoses.
11. A whole lot of patience.
I will not have to modify the intake system, and may be able to use the downpipe IDK yet.
Looking for someone to test this thing out and buy it or maybe part with my T4 kit and charger.
I got one LOUD turbo now, so unless it effects flow it will stay in there for sure. I have been asked enough on the phone if I was in an airport because of the whistle.
Kina cool, but not so cool after 70K miles of it lol.
I got the pedistal half done. Want SS the whole way, but looks like I will have to settle with some carbon steel for the pedistal material. NEED TO RESTOCK
This will not be finished for a couple weeks, just keeping a log for the others who want to build their own setup.
I am looking for a potential buyer for this setup, or a least a tester. It WILL need to be an automatic with hybrids or equivilent fueling. This should be a kick arse setup.
Mounting is nearly complete, will start on the up pipes tomorrow and take some pics of the progress.
A lot more of a PITA to mount a T6 back there vs the T4, but it will work. I think the T6 is a better platform for a higher hp compound setup for the max flow and lowest possible backpressure.
I can't wait to see how this one compares to the cheap hybrid. It had better run circles around it.
I have 2 things that come to mind: 1) can you get a rubber intake coupler on the compressor housing once you put the valve cover and CCV breather box on, and 2) have you thought about putting a crossover tube and wastegate mount in to plumb in a gate for now or the future?
I had to swap the valve covers on my truck for now because the 5" 45* I am using was hitting the CCV box HARD. And I kinda wish the TN II kit for our trucks came with a wastegate flange cast in like the kit for the Dmax's does.
No I am sure I won't need a gate with this charger :evil But I did come across one for sale that is a gated housing, looks identical to this one, so if needed it could be swapped in later by changing housings.
I am 1.25'' higher and 1.125'' farther forward with this T6 mount than I was with the T4. The inlet will clear the doghouse and the downpipe will coast in there.
I am going to add in two 1/4'' fittings in each half of the divided inlet piping for pyros on each bank and back pressure on each bank as well. I may even add some water there at some point as the fuel increases later.
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