Casper's Autopsy Bonneville '09

[McRat]

It is also used in a few different guided missiles

Uh, yes they do.

It can hold super tight tolerances. Some of the tolerances I worked with were +/- 0.00002 on the beryllium missile parts. I suppose I should not say where they use it on ICBM's. I doubt it's much of a secret, but while it's interesting stuff, I'm not sure I want to go to jail.

You can find out why they use it in nuclear warheads by just reading published materials, but the other place they use it might be secret.

 

[Mike]

Beryllium copper alloy is what is currently used for valve seats in Nascar Sprint Cup and other forms of racing. It transfers heat very well from the valve into the cylinder head. The first valve job I did with this stuff in 1986 I ground it with stones and it put me in bed for two days vomiting my guts out. I had no idea it was toxic.
Now we machine it with proper exhaust ventilation.

The good stuff is about $28.00 per valve seat and that is just 1.375 in diameter and about .375 deep.

I learned to check everything after one incident, I was welding Galvanized Steel inside with a fan blowing across me and the welded. Hell, I had the windows and door open

Back on topic now. Sorry Pat.

 

[Alligator]

I learned to check everything after one incident, I was welding Galvanized Steel inside with a fan blowing across me and the welded. Hell, I had the windows and door open

Back on topic now. Sorry Pat.

Been there, done that with Galvanized when I was a pup... First and last time that ever happened. I wore a respirator after that, and made sure to weld in the oposite direction of the wind. I was sick for 2 days too. Sorry for the off topic, just brought back a bad memory.

Pat, what type of RPM are you running at 200 mph? And a bit off topic too, but how hot did the Allison get during the run?

 

[Turbo Buick 6]

I learned to check everything after one incident, I was welding Galvanized Steel inside with a fan blowing across me and the welded. Hell, I had the windows and door open

Back on topic now. Sorry Pat.

Been there, done that with Galvanized when I was a pup... First and last time that ever happened. I wore a respirator after that, and made sure to weld in the oposite direction of the wind. I was sick for 2 days too. Sorry for the off topic, just brought back a bad memory.

Pat, what type of RPM are you running at 200 mph? And a bit off topic too, but how hot did the Allison get during the run?

Drink milk and you will be fine. I have a glass of milk befor I weld galvy and rarely wear the propper PPE. Even if you do get galvy poisioning just have some milk and it will clear it right up

 

[gmduramax]

I was talking to my machine shop and the guy was saying something about the distance from the top ring to the top of the piston being to much would cause pistons to melt IIRC. I will ask him about it again.

 

[LBZ]

Drink milk and you will be fine. I have a glass of milk befor I weld galvy and rarely wear the propper PPE. Even if you do get galvy poisioning just have some milk and it will clear it right up

This is actually quite true. Because there is so much galvanized steel in Russia, it's actually law that employer's must supply 200ml of milk to welders every day!!

 

[TheBac]

Sorry to hear about the pistons, Pat...but glad it wasnt worse. Good luck on getting Casper back on track.

 

[McRat]

...Pat, what type of RPM are you running at 200 mph? And a bit off topic too, but how hot did the Allison get during the run?

Allison stayed cool. Do not remember the temp, but was normal range, about 180 deg.

3730 = 200mph according to timing data, and we went 3780 max.

 

[Alligator]

Thanks Pat, you must be running a very high gear ratio for RPM's to be that low. The 9" sure does give you the ability to swap gears to a variety of different ratios. Are you going to pull that out for drag duty and put the AAM back in?

 

[TIM Z]

x10 Sorry to hear about your Pistons.

Dont let it get you down! You'll get it figured out.

Dont waste time on the haters, they dont have the passion to do what you are doing.

Go Get em!!

 

[lotsofmiles]

X a bunch on all the good comments!

 

[Subman]

Thanks for posting your findings Pat, it would be nice to get some data from others who run at Bonneville and compare notes, like the Morman Missle people. I'm not educated enough on the inner working of a diesel engine to understand most of this, but with the temps and rpm you were running I'd bet it would have been fine. We are basically running similiar turbos, and fighing egt's on Max'd Out, your results gives us all something to think about. Thanks again.

 

[TIMTHECARMAN2004]

Thanks for posting your findings Pat, it would be nice to get some data from others who run at Bonneville and compare notes, like the Morman Missle people. I'm not educated enough on the inner working of a diesel engine to understand most of this, but with the temps and rpm you were running I'd bet it would have been fine. We are basically running similiar turbos, and fighing egt's on Max'd Out, your results gives us all something to think about. Thanks again.

Rob and I were thinking the same thing on our Twin setup. We had well over 120lbs of back pressure and 1600 degrees. Once the small turbo was wastegated, our EGT's have dropped quite a bit and the truck seems to run easier. Possibly with the elevation there was less air, and everything played into it???

I am sorry to hear about the failure. I have had some of those things happen, and you just have to keep at it. You guys will figure it out and I know that you will meet your goals.

Tim

 

[McRat]

What happens at elevation, is it takes more HP to drive the compressor to get the same boost as it does at sea level. HP to drive the compressor is backpressure. Unless you lower the boost accordingly, EGT's go up.

 

[zfuller123]

What happens at elevation, is it takes more HP to drive the compressor to get the same boost as it does at sea level. HP to drive the compressor is backpressure. Unless you lower the boost accordingly, EGT's go up.

And driving the turbo(s) harder also heats the intake (compressed) air higher - so the effects get compounded literally from both Ends. At least that's how i understand it all at this point in time.

Seems when looking at Compresosr maps - (since i'm about 70 miles down the road from Bonneville and have had to learn ALOT with my setup) - that the PR of the map REALLY makes changes to a given boost level - though if memory serves the changes in PR seem to have a lesser effect on the larger wheel turbos.

Just as an idea - at 60 PSI boost at our elevation, PR would have been just shy of 6.0 (this is valid for single turbo - not sure how to do the simple math when true or compound twins are concerned). At sea level, or where you're used to - PR is barely 5.08. Any map for any turbo you look at, that's a very significant jump - less efficiency - more heat out of the compressor side, etc. etc... propbably bordering in being right off the map even on such a big turbo - but i haven't looked at enough big ones to say that "for sure".

Just my 2 cents - not worth much i'm sure. Sorry for the failure but glad you're trying so hard so we can all learn.

 

[zfuller123]

Actually - just had to go look to satisfy my curiosity.... And this doesn't mean alot as i know you're twinned (thats all i know - have no idea of your specifics - ie: compound or true twins - not sure if anyone knows and i'm not trying to pry)....

But look at this Map

I'm sure this isn't the map specific for the turbo you're running (A/R i'm sure is LOTS bigger, trim different too... ) but this is a map for the GT55 compressor wheel..... 5.08 and 5.98 are WAYYYYYYY off the chart... again i know it all depends on the turbo config and what's feeding what.... but i've been fascinated with this stuff since i started learning on my own setups.

 

[DuramaxPowered]

Actually - just had to go look to satisfy my curiosity.... And this doesn't mean alot as i know you're twinned (thats all i know - have no idea of your specifics - ie: compound or true twins - not sure if anyone knows and i'm not trying to pry)....

But look at this Map

I'm sure this isn't the map specific for the turbo you're running (A/R i'm sure is LOTS bigger, trim different too... ) but this is a map for the GT55 compressor wheel..... 5.08 and 5.98 are WAYYYYYYY off the chart... again i know it all depends on the turbo config and what's feeding what.... but i've been fascinated with this stuff since i started learning on my own setups.

You're correct, if Pat was running the GT55 as a single, it would be off the map at 5:1 PR. With the turbos being compounded I bet it is in a sweet spot on the map.

 

[zfuller123]

I'm sure if they're compounded it is I am woefully ignorant of his setup, and don't really know much myself other than what i've learned on my own setup and been educated by others on my setup. SLOWWWWWWW painful process but learned alot. Hoping my next twin setup floats me to at least mid 12s..... Be nice to finally achieve the first goal of this motor in my heavy a$$ truck

 

[LBZrcks]

I'm sure if they're compounded it is I am woefully ignorant of his setup, and don't really know much myself other than what i've learned on my own setup and been educated by others on my setup. SLOWWWWWWW painful process but learned alot. Hoping my next twin setup floats me to at least mid 12s..... Be nice to finally achieve the first goal of this motor in my heavy a$$ truck

http://www.duramaxdiesels.com/forum/showthread.php?t=9555&highlight=ppe+twins

Some info on the twin setup

 

[keith2500hd]

did the pistons close to intake bridge show more damage, compared to corner pistons, like the last engines pistons. are you injecting water going to bridge, if so wonder if injecting before 2nd turbo might help water absorb more inlet air heat. i thought previous pistons showed signs of metal leaving piston tops from maybe water particles coming into contact. maybe some kind of thermal reaction. the other diesels running all seem to have alot smaller frontal surface area compared to casper. thanks for pushing the envelope.