variable turbine geometry on a 951
07-13-2009, 07:56 PM
#1
Race Car
Thread Starter
variable turbine geometry on a 951
Here's a couple things I have been think about.
#1 Theres got to be a way to get the turbo technology into a 951. They way that 997 tt's are doing it where the turbo works good at all rpm's.
#2 Is it possible to take the 951 motor and put new technology into it. All new top of the line sensors and new computer specially made to go with a new harness. added technology that you see in the new 911's like abs or traction control.
theres got to be a way.
#1 Theres got to be a way to get the turbo technology into a 951. They way that 997 tt's are doing it where the turbo works good at all rpm's.
#2 Is it possible to take the 951 motor and put new technology into it. All new top of the line sensors and new computer specially made to go with a new harness. added technology that you see in the new 911's like abs or traction control.
theres got to be a way.
07-13-2009, 08:25 PM
#3
Race Car
Thread Starter
07-13-2009, 08:39 PM
#4
Addict
Rennlist Member
Rennlist
Small Business Partner
Rennlist Member
Rennlist
Small Business Partner
If you are truly interested in the VGT route, then I you need to look at either the Holset HE351 unit off of a 6.7L Cummins Turbo-Diesel Dodge RAM 2500/3500, or a GT3782 VNT from the 6.0L Turbo-Diesel Ford F250/F350.
With either of these, you will most likely run into space issues concerning the turbine housings, as either choice of turbos has a much larger housing then 'normal turbos' due to the variable veins... Also a controller will need to be designed/made to control the VGT actuation.
-Rogue
With either of these, you will most likely run into space issues concerning the turbine housings, as either choice of turbos has a much larger housing then 'normal turbos' due to the variable veins... Also a controller will need to be designed/made to control the VGT actuation.
-Rogue
07-13-2009, 08:48 PM
#5
Burning Brakes
Join Date: Oct 2007
Location: Blacksburg, VA
Posts: 891
Likes: 0
Received 0 Likes
on
0 Posts
Paging john at vitesse haha, seeing as you're running into problems sourcing a turbo for the stage 2 kit you have, how about reinventing the stage 2 all together?
07-13-2009, 09:00 PM
#6
Standalone. A couple people are trying to adapt a boxster ABS to 944s but are running into problems with how it gets information. I don't think traction control would be economically feasable.
07-13-2009, 09:12 PM
#7
Race Car
Thread Starter
I know most of this stuff needed to do things like this require some money but I am kinda just dreaming of how cool the 951 could be with the newest technology put into that sexy 80's body.
Trending Topics
07-13-2009, 09:14 PM
#8
I've been wondering the same thing (well, not about VGT but along the same lines.) I don't see why the 2.0T in my Audi or the 1.8T in my GTI can make good boost and power at 2000 RPM and pull strong through 5500, yet I have to wait for 3500 in the 951 (and still run out of breath by 5500.) Am wondering what the difference is... small turbine side with a big WG opening, perhaps? *shrug*
VGT was done in the 80s. Look up the '89 Shelby CSX (reworked Dodge Shadow) and '90 Dodge Shelby Daytona. Both were available with VGT on their 2.2L SOHC 4 cylinder. Instant spoolup. Not sure if it was just the lack of electronic processing power and control at the time, but they were VERY sensitive to modifications. Swap in a low restriction muffler and the computer could no longer effectively control the boost. As we know technology and control systems have advanced a LOT in 20 years, I'm sure something like this is probably doable now. I believe the turbo used in the Dodges was a Garrett VNT25.
In theory, and depending on the turbo unit you select, you wouldn't even need a really fancy control system. The vanes can be controlled via a vacuum line just like a WG. Just send full manifold reference to the vanes. It won't be IDEAL (just like sending a reference signal straight to a WG wouldn't be ideal) but it would work. I know there was a company out there a few years ago making bolt-on turbo systems for Harley Davidsons. They used a VGT and just had a manifold signal run to the vanes.
VGT was done in the 80s. Look up the '89 Shelby CSX (reworked Dodge Shadow) and '90 Dodge Shelby Daytona. Both were available with VGT on their 2.2L SOHC 4 cylinder. Instant spoolup. Not sure if it was just the lack of electronic processing power and control at the time, but they were VERY sensitive to modifications. Swap in a low restriction muffler and the computer could no longer effectively control the boost. As we know technology and control systems have advanced a LOT in 20 years, I'm sure something like this is probably doable now. I believe the turbo used in the Dodges was a Garrett VNT25.
In theory, and depending on the turbo unit you select, you wouldn't even need a really fancy control system. The vanes can be controlled via a vacuum line just like a WG. Just send full manifold reference to the vanes. It won't be IDEAL (just like sending a reference signal straight to a WG wouldn't be ideal) but it would work. I know there was a company out there a few years ago making bolt-on turbo systems for Harley Davidsons. They used a VGT and just had a manifold signal run to the vanes.
07-13-2009, 09:51 PM
#10
Drifting
Join Date: May 2006
Location: Melbourne
Posts: 3,481
Likes: 0
Received 0 Likes
on
0 Posts
the GT37vgt had a shipping weight of near 40lbs and is huge ..
I have managed to get a GT3576vgt mounted with custom twin crossover fabricated engine mount/ oil drain .. the plan is to use it on a high compression low boost e85 3.0 maybe 3.2 as this turbo was not really designed to deal with regular petrol EGT's ..i want more than 360flb for more than a 3000rpm band this should make a fast car .
I will get there eventuality I know your all waiting on me sorry guys I stuffed around on my property settlment and have been over seas working ever since '
07-14-2009, 01:43 AM
#12
Rainman
Rennlist Member
Rennlist Member
I've been wondering the same thing (well, not about VGT but along the same lines.) I don't see why the 2.0T in my Audi or the 1.8T in my GTI can make good boost and power at 2000 RPM and pull strong through 5500, yet I have to wait for 3500 in the 951 (and still run out of breath by 5500.) Am wondering what the difference is... small turbine side with a big WG opening, perhaps? *shrug*
07-14-2009, 02:12 AM
#13
Drifting
Join Date: May 2006
Location: Melbourne
Posts: 3,481
Likes: 0
Received 0 Likes
on
0 Posts
well since Sid had a happy 10.5:1 engine I'm thinking 968 pistons and something around 11:1 which should be ok for 15 to 17 psi on e 85.
but the real goal is to have 10psi by 2400rpm..
yeh don't hold your breath guys I cant even get in the same country as my car these days ..
but the real goal is to have 10psi by 2400rpm..
yeh don't hold your breath guys I cant even get in the same country as my car these days ..
07-14-2009, 05:06 AM
#14
Burning Brakes
Join Date: Apr 2007
Location: University of Denver and Portland, OR
Posts: 1,003
Likes: 0
Received 2 Likes
on
1 Post
Hmm i think a good ebc system with adjustable duty rates with regards to rpm and throttle position would provide many of the same benefits. Maybe even convert to drive by wire? that would be pretty sweet.