Need help on a turbo

[m1tch]

Hey guys, some of you may have seen my thread in the 2nd gen section, basically I have a Garrett OEM turbo which I believe was from a large Diesel Volvo truck or bus.

Apparently as its a diesel turbo it might crack when attached to my RX due to the increase in temperature, although a large truck would be running this turbo almost 100% of the time at high loads/heat

I just thought I would ask what I could do to make sure that the hot side of the turbo can withstand the temperature.

Its a Garrett T04 turbo with a 1.15 ar hot side, would it be more cost effective to change the hot side over or could I ceramic coat the hot side to withstand the temperature?

[Prof]

Personally I\'m not convinced that Garrett would use one casting process and type of iron for diesel turbos, and another type for High Performance petrol engines.  Seems ludicrous - surely they would cast with the same material.
 
Ceramic painting - you\'d presumably need to paint the inside as this is where the heat\'s going to be.  I\'d not paint it personally - you will want to get heat away from that area if there is any suspicion about longevity with heat, so allowing heat to pass away from the area is what\'s needed.

[m1tch]

Its a fairly large chunk of casting as well lol and like I said, if those busses or trucks are running heavy load on the engine its going to be getting rather hot lol would that T04 core bolt onto the OEM turbo hotside if it was to crack?

[ash]

Im interested in this, as I have always considered the possibility - as I used to work for a Truck Manufacturer. If you consider that a large truck - say an 18t + , will hit max torque around 1200-1400rpm and stay in that flat torque from 1200 - 2300 ish rpm (modern truck with Euro 4 engine and common rail injection) and usually stay in that range for as long as possible for mpg reasons, its working that turbo very hard.

So based on that, the heat generated is huge but remember that these truck engines only rev to 3000/3500rpm, so would the turbo be designed specifically for lower rpm - I know that many are and have VGT one\'s to cope.

Not sure if they are designed for higher rpms like 7500rpm from the 13b!

Just my 2p.

[Will66]

Wouldn\'t there be a problem with the temperature of the exhaust gas?  I understand Diesel burns cooler than petrol so would the impeller possibly be damaged by the higher temperature of the exhaust gas from the Rotary?

[Prof]

The assumption being made is that Garrett use different materials for turbo housings for Diesels and Petrol / Rotary applications.
 
First and foremost that needs to be established as a fact one way or the other.  If they use the same materials then there is no issue.  If they don\'t then some work to lessen the likelyhood of failure should be looked at.

[SiH]

Match it right and you\'ll be fine.
Most Holset turbos are made for trucks and people have been using them for a good while on petrol engines

I\'ve got a friend just about to fit one to an SR20, heading for 5-600. And with the way he specs things, there\'s no way he\'d risk it if it wasn\'t suitable.

Guys in the states have been running truck turbos on big hefty V\'s for yonks

[meddy]

Match it right and you\'ll be fine.
Most Holset turbos are made for trucks and people have been using them for a good while on petrol engines
 
I\'ve got a friend just about to fit one to an SR20, heading for 5-600. And with the way he specs things, there\'s no way he\'d risk it if it wasn\'t suitable.
 
Guys in the states have been running truck turbos on big hefty V\'s for yonks

Sorry Mitch I seem to have caused you unnessecary worry.
 
I worked for Holset for 8 years and I can tell you that the turbine housing material is not rated to petrol EGT\'s. 660 degrees is the guideline given. Its not that it will fail immediately. Given the low mileage that most people run tuned cars for, it may well last a long time. Most of the Swedish guys I know who run them in drag cars just treat the housings as disposable items like an oil filter and except they will have to swap them out (Only £30-£40 a time). Also on another encouraging note RC Developments used to fit Holset turbos in some of their cars, with no issues.
 
As has been said above its not how hard you are pushing the turbo, but more a case of the elevated burn temperature in a petrol engine.
 
One thing which does concern me (Not enough to stop me planning on using one though) is what the housings containment properties will be at petrol egt\'s, if the worst happens and the turbo lets go.
 
On the material issue I would suggest garrett do spec different materials for pas car turbos and truck turbos simply due to the difference in cost. Remember that they do not manufacture the parts thmeselves, but simply assemble the parts together.

[m1tch]

Sorry Mitch I seem to have caused you unnessecary worry.
 
I worked for Holset for 8 years and I can tell you that the turbine housing material is not rated to petrol EGT\'s. 660 degrees is the guideline given. Its not that it will fail immediately. Given the low mileage that most people run tuned cars for, it may well last a long time. Most of the Swedish guys I know who run them in drag cars just treat the housings as disposable items like an oil filter and except they will have to swap them out (Only £30-£40 a time). Also on another encouraging note RC Developments used to fit Holset turbos in some of their cars, with no issues.
 
As has been said above its not how hard you are pushing the turbo, but more a case of the elevated burn temperature in a petrol engine.
 
One thing which does concern me (Not enough to stop me planning on using one though) is what the housings containment properties will be at petrol egt\'s, if the worst happens and the turbo lets go.
 
On the material issue I would suggest garrett do spec different materials for pas car turbos and truck turbos simply due to the difference in cost. Remember that they do not manufacture the parts thmeselves, but simply assemble the parts together.

Are you able to point me towards a site where I can get them for the T04 for me then

[SiH]

Sorry Mitch I seem to have caused you unnessecary worry.
 
I worked for Holset for 8 years and I can tell you that the turbine housing material is not rated to petrol EGT\'s. 660 degrees is the guideline given. Its not that it will fail immediately. Given the low mileage that most people run tuned cars for, it may well last a long time. Most of the Swedish guys I know who run them in drag cars just treat the housings as disposable items like an oil filter and except they will have to swap them out (Only £30-£40 a time). Also on another encouraging note RC Developments used to fit Holset turbos in some of their cars, with no issues.
 
As has been said above its not how hard you are pushing the turbo, but more a case of the elevated burn temperature in a petrol engine.
 
One thing which does concern me (Not enough to stop me planning on using one though) is what the housings containment properties will be at petrol egt\'s, if the worst happens and the turbo lets go.
 
On the material issue I would suggest garrett do spec different materials for pas car turbos and truck turbos simply due to the difference in cost. Remember that they do not manufacture the parts thmeselves, but simply assemble the parts together.

Didn\'t knwo that - it\'s an interesting one though - PEople on NicoClub and Freshalloy use Holset\'s a lot, and there doesn\'t seem to be too mucha of a problem with them.

Is it a case of \'not rated for, but seem to cope ok\'?

[Prof]

There\'s quite a lot of stuff on t\'interweb about turbo\'s and cracking - seems that heat stress is seen as the cause.  Heat wrapping could reduce the quick cooling which may prolong the life a bit.  Also if the casting looks meaty it\'s likely to fair better.
 
Me thinks we need some tubby experts for advice...

[meddy]

Are you able to point me towards a site where I can get them for the T04 for me then

Not sure where your based, but any turbo supplier should be able to get hold of one for you.
 
Si-H With the Holset units the reason its not specced any higher than 660 is life of the unit begins to be affected. Ive seen some units running higher than specced on trucks (which I admit had other issues) crack completely through the housing. Generally the temperature will only initiate the crack which then requires something else to propogate it, be it vibration, or external loading through pipework etc.