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Author Topic: 8v92T  (Read 4529 times)
dukegrad98
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« Reply #45 on: March 27, 2014, 01:56:28 PM »

Turbochargers are thermodynamic devices that operate on heat, not pressure or exhaust velocity.  Less restriction everywhere is a good thing, but exhaust manifolds and "downpipes" to the turbo radiate off more or less heat depending on their size and metallurgy.

Cheers, John
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TomC
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« Reply #46 on: March 27, 2014, 02:08:31 PM »

My turbo conversion on my 8V-71-Don Fairchild installed a 12.7 liter Series 60 turbo since it has a dump valve and we adjusted it for 15psi max all on 5" through a Donaldson turbo muffler. The left manifold wraps around the front of the engine to the right side where the turbo is mounted. It takes a couple of minutes for the manifold to heat up on a pull before smoke disappears. Love the setup. Going from N65 to 7G75, went from 300hp and 800lb/ft torque to 375hp and 1125lb/ft torque. Good Luck, TomC
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Tom & Donna Christman. '77 AMGeneral 10240B; 8V-71TATAIC V730.
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« Reply #47 on: March 27, 2014, 02:21:33 PM »

Tom is right on this one.   For optimal low end or max low RPM torque we want the turbochargers to spool up quicker/sooner.  This is done with short primaries.  The exhaust port velocity needs to be as high as we can get it.   Porting turbine housings, porting exhaust manifolds..   
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Nineforever
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« Reply #48 on: March 27, 2014, 08:22:07 PM »

Your talking a resinator whats that acctualy ... is there a part number for my application
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Hyway 3 100 klms south of Yellowknife NWT Canada
TomC
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« Reply #49 on: March 27, 2014, 09:51:28 PM »

In car talk, we used to call a resonator a glass pack. Basically a short muffler that you can see right through it. It provides around 3-5dba of sound reduction compared to a big muffler that can be 10-20dba reduction. Good Luck, TomC
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Tom & Donna Christman. '77 AMGeneral 10240B; 8V-71TATAIC V730.
wg4t50
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« Reply #50 on: March 28, 2014, 12:15:06 PM »

My experience has been the large reduction  in harshness using the tesonator on A 8V-92.
Dave M
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MCI7 20+ Yrs
Foretravel w/ISM500
WG4T CW for over 50 wpm for ever.
Central Virginia
muldoonman
1991 Prevost 8V92TA
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« Reply #51 on: March 28, 2014, 01:09:06 PM »

Would it hurt to run them straight? Had a Turbo charged small block Drag car in the late 70's and that thing hardly made a sound compared to the conventional motors with headers with no turbo.
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wg4t50
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« Reply #52 on: March 28, 2014, 01:36:48 PM »

My first setup 8V-92 was a straight exhaust from turbo, I liked it on the MC7 as I was way forward of the exhaust, however comments were made about the loudness, so has a Walker 5" resonator, with two 5" band clamps, it was on. Everyone agreed it was much more livable, as less harsh.  Is still on the bus.
Dave M
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MCI7 20+ Yrs
Foretravel w/ISM500
WG4T CW for over 50 wpm for ever.
Central Virginia
saddleup
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« Reply #53 on: March 28, 2014, 02:17:20 PM »

Have had my 8v92t straight pipe for last couple years mexican border to the canadian border several times, never had anybody complain..bus run so much cooler and better don't care if they do complain,never see em again anyway.
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Battle Mountain,NV  Molson,Wa  Yuma,Az


1974 Eagle 05 On the road, to Somewhere
digesterman
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« Reply #54 on: March 29, 2014, 12:13:50 PM »

Turbochargers are thermodynamic devices that operate on heat, not pressure or exhaust velocity.  Less restriction everywhere is a good thing, but exhaust manifolds and "downpipes" to the turbo radiate off more or less heat depending on their size and metallurgy.

Cheers, John


John you are getting gas and diesel turbos mixed up, here's a good article that explains the differences and why it is more of the gas/air volume on a diesel turbo that makes it work whereas on a gas turbo heat definitely plays a big role in it's efficiency.

http://www.wcengineering.com/articles/dieselturbo.html
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Lee
Le Mirage XL 45E
Detroit Series 60
470HP
97,250 original miles (10-2014)
dukegrad98
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« Reply #55 on: April 01, 2014, 11:04:06 AM »

John you are getting gas and diesel turbos mixed up, here's a good article that explains the differences and why it is more of the gas/air volume on a diesel turbo that makes it work whereas on a gas turbo heat definitely plays a big role in it's efficiency.

http://www.wcengineering.com/articles/dieselturbo.html


Thanks for the chuckle!   Roll Eyes

Cheers, John
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Iceni John
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« Reply #56 on: April 01, 2014, 11:55:09 AM »

John you are getting gas and diesel turbos mixed up, here's a good article that explains the differences and why it is more of the gas/air volume on a diesel turbo that makes it work whereas on a gas turbo heat definitely plays a big role in it's efficiency.

http://www.wcengineering.com/articles/dieselturbo.html


I know that article is written by a car turbo rebuilder, but why is it saying that diesel turbos only run 5-8 PSI?   I get 26 PSI boost under full load on my 277 HP 6V92, a lot more than 5-8!   Am I getting more boost than I should, or what?

John
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1990 Crown 2R-40N-552:  6V92TAC, DDEC II, HT740, Jake.      Hecho en Chino.     
Behind the Orange Curtain, SoCal.
luvrbus
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« Reply #57 on: April 01, 2014, 12:06:05 PM »

You are right where you should be John pay no attention to that article the newer 60 series get into the 30# plus range they will idle with 5 plus #
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Life is short drink the good wine first
dukegrad98
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« Reply #58 on: April 01, 2014, 12:17:57 PM »

I didn't even attempt to point out everything wrong with that article -- I wouldn't have known where to start!!!

Cheers, John
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