Max Vane

[Killerbee]

anybody using 100%?

Just curious what some of you have found to be best spoolup vane position, with respect to rpm and fuel qty. Feel free to post your max vane tables to illustrate.

 

[[email protected]]

I see my vane position in the 80-90s if I remeber right? I raised the max vane position in the lower rpms a little from stock becuase I just don't get why gm makes some of the tables the way they are.

They only go to about 80%max vane position in the low rpms at at about 1800-2000rpms they cut it back to only about 60%?

 

[beach_33]

my vane tables are not even close to 100% except in teh upper left corner. most of my vane table is probably around 50's,40's,30's

 

[Killerbee]

talking about max vane angle, correct?

I am interested in what conclusions you all have drawn on low rpm, low fuel vane angle for spoolup considerations. Keep er free, or nozzle down? I have played with it for hours, and not sure what is working best.

 

[LarryJewell]

hook up a drive pressure gauge, it will open your eyes

 

[beach_33]

on my list of things to do

 

[Killerbee]

for the purpose of spoolup, not concerned about DP.

 

[FIREFIGHTER 503]

I am interested in what conclusions you all have drawn on low rpm, low fuel vane angle for spoolup considerations. Keep er free, or nozzle down? I have played with it for hours, and not sure what is working best.

I've got the same questions, I have played with tightening them up quick on the low rpm trying to get the turbo spinning early, but most situations seem to benefit from letting it go freely till the rpm's are up a bit, a lot more smoke, but it kicks when it does spool

 

[LBZ]

for the purpose of spoolup, not concerned about DP.

you should be

 

[catdiezel]

the drive pressure is minimal during spool up.....velocity in th cylinder chamber is not all that great until it has something to burn with. But yes its still important......ask my stock turbo how it feels at 60psi. Or better yet ask my valve springs.

why dont you try retarding the timing in your spool up areas killerbee. I would NEVER use 100% for spool up--that is to close to the equivalence of turning on an exhaust brake while trying to fuel and load an engine, I think your working against yourself there.

IMO I think that anything OVER 80%~ is a waste on these tiny little ol' turbos. Im sure there is a reason that the vane postion falls off drastically after 1200rpm on stock tables

 

[Killerbee]

That is, more or less, what I have seen also. 100% does not seem to help. I am careful to pull max vane back to under 60% at high fueling/rpm, that is where DP runs high. This protects from blowing up the turbo if a large boost leak develops.

I have played with timing some, and agree with your ideology, but just found it hard to quantify spoolup changes.

I will probably go back to open vanes at the lower rpm.

 

[catdiezel]

Me personally Killerbee, I would try pulling even more under 60% when fueling, in some situations less boost is better ~~ I know that can be an argumentive point. (flame suit is on)

Pull the vanes down lower than you want and then build up from there. I have found that method to produce some tire raping burnouts. lol But I am talking about pulling the vanes AFTER the turbo has possibly lit--once it lights I think its far better off being opened up, I know I was surprised at the boost levels the turbo would maintain after it lit and the vanes dropped way off.

Just curious, where are you having problems lighting the turbo? as in mm3/pw/rpm range? then timing.....I know theres alot of variables.

 

[Diesel Pilot]

Another thing that might be a factor is that LLY's are really doggy in 1st gear. There is some gremlin that holds the power back in first for some reason. I have seen this on many, many LLY's with much different tuning.

Everything is okay if you spool up before launch or once you hit 2nd all H breaks loose the stand still power from an LLY is horrible compared to the other engine models. Even with the inlet mod done.

To answer the first question, I've always had good luck starting with 80% and working down to 40's and 50's.

 

[[email protected]]

With efilive I make changes and don't notice any difference at all from them and then eventually give up. The only changes that I notice is when I change shift points or add a lot of fuel.

Im using an almost stock timing table for the spoolup areas at 1-3 or 4 degrees.

As for the LLY from a dead stop mine won't build full boost into more than halfway through second. It has always been that way but maybe changing the mouthpiece will help. From a dead stop my boost actually goes 1psi negative and dosen't go positive untill almost 2000rpm.

[/IMG]

 

[catdiezel]

After doing a bit of research on my own setup today, I noticed that no matter what, I continue to achieve 66% vane position while at 2475rpm and 100mm3......my target postion is supposed to be around 30ish~.

Im missing something, but I am playing with something else and will see if it will effect the vane postion. I am trying desperately to get rid of this 45psi(measured with a mechanical gauge) and if i try hard enough i can encourage 50+ *yikes* . I am not wanting to destroy my stocker just yet

I wish i still lived near wide open strait country roads. Over the last several years it has grown increasingly hard to do any "testing" on the roads.


If anyone has any pointers as to what i may be missing in keeping the vanes on schedule feel free to chime in.

 

[beach_33]

how much boost are you running on the stock turbo cats. also take a look at the max vane position table for your elevation. this table makes a huge difference in achieving your requested vane position. i hope you are not wanting to get 50 psi out of your stock turbo

 

[Killerbee]

After doing a bit of research on my own setup today, I noticed that no matter what, I continue to achieve 66% vane position while at 2475rpm and 100mm3......my target postion is supposed to be around 30ish~.

Im missing something,

disregard target position, it has no real effect on what you are after, it is the single most misunderstood table. It should have just been left in the background IMO.

 

[Killerbee]

With efilive I make changes and don't notice any difference at all from them and then eventually give up. The only changes that I notice is when I change shift points or add a lot of fuel.

Im using an almost stock timing table for the spoolup areas at 1-3 or 4 degrees.

As for the LLY from a dead stop mine won't build full boost into more than halfway through second. It has always been that way but maybe changing the mouthpiece will help. From a dead stop my boost actually goes 1psi negative and dosen't go positive untill almost 2000rpm.

[/IMG]

This may be the worst spoolup run I have ever looked at. Something is WRONG with your tune or your truck. Stock turbo? Or is it zoomed in so much that it is confusing me?

 

[Killerbee]

Another thing that might be a factor is that LLY's are really doggy in 1st gear. There is some gremlin that holds the power back in first for some reason.

B0751 typically does. But not sure if this is what you are specifically referring to.

 

[Killerbee]

Just curious, where are you having problems lighting the turbo? as in mm3/pw/rpm range? then timing.....I know theres alot of variables.

I'm not. I feel I have very respectable spoolup. Just always working on something better.

BTW, as an aside, the IOH kit requires 15-24% less vane (factual) to be used for a typical stock boost setting. What took 68% before, now only requires 48%, etc. Steady state, constant load observation.